Steering assist device

ABSTRACT

A steering control device includes a driving support ECU. The driving support ECU 10 is configured to execute an original lane return assist control to control a steering so as to return an own vehicle from a target lane to the original lane when a lane change assist control is stopped by detection of a first approaching vehicle in a situation where the own vehicle enters the target lane to travel in the target lane. The driving support ECU is configured to prohibit the original lane return assist control and to execute a lateral speed zero control to control the steering so as to maintain a lateral speed which is a speed in a lane width direction of the own vehicle at zero, when an original lane side vehicle is being detected.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a steering assist device configured toassist a steering operation for changing lanes.

2. Description of the Related Art

Hitherto, there has been known a steering assist device configured toperform control (called a “lane change assist control”) to assist asteering operation so that an own vehicle changes lanes from the lane(referred to as an “original lane”) in which the own vehicle iscurrently traveling to a lane adjacent to the original lane (referred toas an “adjacent lane” or a “target lane”).

For example, a vehicle control system proposed in Japanese PatentApplication Laid-open No. 2016-126360 is configured to monitor thesurroundings of the own vehicle and determine whether or not an othervehicle is present which is a hindrance/obstacle in executing the lanechange assist control. The vehicle control system is configured not tostart the lane change assist control in a situation where the othervehicle is present which is the hindrance.

However, even when the lane change assist control is permitted to bestarted while monitoring the surroundings, a case may arise where stillanother vehicle excessively approaches the own vehicle thereafter. Forexample, as illustrated in FIG. 17, a case may arise where the othervehicle C2 traveling in the adjacent lane (target lane) which is a lanechange destination lane rapidly approaches the own vehicle C1 at anunexpected relative speed from a position behind the own vehicle C1. Acase may also arise where the other vehicle C3 enters the target lanefrom a lane adjacent to the target lane (the lane which is two lanesaway from the original lane) and then excessively approaches the ownvehicle C1. The device proposed in Japanese Patent Application Laid-openNo. 2016-126360 does not take into consideration the situation where theother vehicle excessively approaches the own vehicle after the lanechange assist control has been started, and thus, can not take anappropriate action for this situation.

SUMMARY OF THE INVENTION

The present invention has been made in order to solve theabove-mentioned problems and has an object to improve safety when another vehicle approaches an own vehicle excessively after a lane changeassist control has been started.

In order to achieve the above-mentioned object, a steering assist deviceaccording to one of embodiments of the present invention includes:

-   -   surrounding monitoring means (11) for monitoring surroundings of        an own vehicle;    -   lane recognition means (12) for recognizing a lane to obtain        lane information including a relative positional relationship of        the own vehicle with respect to the lane;    -   lane change assist control means (10, 20) for starting a lane        change assist control to control, in response to a lane change        assist request, a steering so as to have the own vehicle change        lanes from an original lane in which the own vehicle is        currently traveling toward a target lane adjacent to the        original lane, based on the lane information, when an other        vehicle which has a probability to be an obstacle when the own        vehicle is changing lanes is not detected by the surrounding        monitoring means.

The steering assist device further includes:

-   -   lane change assist stop means (S17, S19, S30, S40) for stopping        the lane change assist control, when the surrounding monitoring        means detects an approaching vehicle which has a probability of        excessively approaching the own vehicle if the lane change        assist control continues being performed, while the lane change        assist control is being performed;    -   notification means (S42) for notifying a driver of the own        vehicle that the lane change assist control is stopped halfway;    -   original lane return assist control means (S46, S48) for        performing original lane return assist control to control the        steering so as to have the own vehicle return to the original        lane from the target lane, when the approaching vehicle is        detected while the own vehicle is travelling in the target lane        after entering the target lane so that the lane change assist        control is stopped;    -   approaching vehicle-in-original-lane determination means (S45)        for determining, based on monitoring information detected by the        surrounding monitoring means, whether or not an original lane        side vehicle is detected, the original lane side vehicle being        an other vehicle having a probability of excessively approaching        the own vehicle if the own vehicle is returned to the original        lane; and    -   lateral speed zero control means (S47, S48) for prohibiting the        original lane return assist control means from performing the        original lane return assist control, and for performing lateral        speed zero control to control the steering so as to maintain a        lateral speed which is a speed in a lane width direction of the        own vehicle at zero, when the approaching        vehicle-in-original-lane determination means determines that the        original lane side vehicle is detected.

In the embodiment of the present invention, the surrounding monitoringmeans monitors the surroundings of the own vehicle. For example, thesurrounding monitoring means monitors the other vehicle in thesurroundings of the own vehicle so as to determine whether or not theother vehicle is present which has probability of excessivelyapproaching the own vehicle is present. The lane recognition meansrecognizes the lane to obtain the lane information including therelative positional relationship of the own vehicle with respect to thelane. The lane is, for example, an area partitioned by white lines.Therefore, by recognizing the lane, it is possible to acquire therelative positional relationship of the own vehicle with respect to thelane.

The lane change assist control means starts, in response to the lanechange assist request, the lane change assist control to control thesteering so as to cause the own vehicle to change lanes from theoriginal lane at which the own vehicle is traveling at the present timepoint to/toward the target lane adjacent to the original lane, based onthe lane information, when the other vehicle which is thehindrance/obstacle when the own vehicle changes lanes is not detected bythe surrounding monitoring means. As a result, the own vehicle changeslanes toward the target lane without requiring the driver tohandle/operate a steering wheel.

Even when the lane change assist control is allowed/permitted to bestarted under the surrounding monitoring, there may be a case where theother vehicle excessively approaches the own vehicle afterwards. Thus,the steering assist device of the present invention includes the lanechange assist stop means and the original lane return assist controlmeans.

The lane change assist stop means stops the lane change assist controlwhen the surrounding monitoring means detects, while the lane changeassist control is being performed, the approaching vehicle which islikely to excessively approach (has a probability of excessivelyapproaching) the own vehicle if the lane change assist control isfurther continued. When the lane change assist control is stopped, thenotification means informs/notifies the driver that the lane changeassist control is stopped halfway (in the middle). Further, the originallane return assist control means performs the original lane returnassist control to control the steering so as to return the own vehiclefrom the target lane to the original lane, when the approaching vehicleis detected and thus the lane change assist control is stopped in asituation where the own vehicle has already entered the target lane andis traveling in the target lane. In this case, still an other vehicletraveling in the original lane may have a probability of excessivelyapproaching the own vehicle abnormally.

In view of the above, the steering assist device includes the originallane approach vehicle determination means and the lateral speed zerocontrol means. The original lane approach vehicle determination meansdetermines whether or not the original lane side vehicle is detected.The original lane side vehicle is the other vehicle which is likely toexcessively approach (has a probability of excessively approaching) theown vehicle when the own vehicle is returned to the original lane. Thelateral speed zero control means performs the lateral speed zero controlto control the steering so as to maintain the “lateral speed which isthe speed in the lane width direction” at zero through prohibiting theoriginal lane return assist control when the original lane side vehicleis detected by the original lane approach vehicle determination means.Therefore, the own vehicle travels in the formation direction of thetarget lane (i.e., the own vehicle travels along (parallelly to) thelane). This can prevent the own vehicle from moving toward the centerside in the width direction of the target lane, and thus, it is possibleto reduce the possibility of the collision between the own vehicle andthe approaching vehicle and the possibility of the collision between theown vehicle and the original lane side vehicle (so as to assist thecollision avoidance operation).

In this case, since the driver recognizes that the lane change assistcontrol has been stopped halfway, the driver can start moving the ownvehicle to an appropriate position through the driver's steering wheeloperation by himself/herself. The steering assist device is a device forassisting the steering operation performed by the driver to generate thesteering power (torque) for control in such a manner that the steeringoperation performed by the driver is prioritized. Therefore, the drivercan move the own vehicle to the appropriate position through thedriver's steering wheel operation by himself/herself even when thelateral speed zero control is being performed.

Thus, according to the embodiment of the present invention, the lateralspeed zero control can ensure/provide a time (period) in which thesteering wheel operation is handed over to the driver while ensuringsafety. As a result, it is possible to improve a safety when the othervehicle excessively approaches the own vehicle after the lane changeassist control is started.

A feature of one embodiment of the present invention resides in that thesteering assist device further includes collision avoidance assistcontrol means (S42˜S44) for performing collision avoidance assistcontrol to control the steering so as to decrease a yaw angle formedbetween a formation direction of a lane and a direction in which the ownvehicle faces at an emergency speed higher than a speed at which the yawangle changes through the original lane return assist control, when theapproaching vehicle is detected while the own vehicle is travelling inthe target lane after entering the target lane so that the lane changeassist control is stopped,

wherein,

-   -   the original lane return assist control means is configured to        perform the original lane return assist control after the        collision avoidance assist control is performed; and    -   the lateral speed zero control means is configured to perform        the lateral speed zero control after the collision avoidance        assist control is performed.

In one aspect of the present invention, the collision avoidance assistcontrol means performs the collision avoidance assist control before anyone of the original lane return assist control and the lateral speedzero control is performed. The collision avoidance assist control meanscontrols the steering so as to decrease the yaw angle formed between theformation direction of the lane and the direction in which the ownvehicle faces, at emergency speed (whose magnitude is) greater than thespeed at which the yaw angle changes during the original lane returnassist control, when the approaching vehicle is detected and the lanechange assist control is stopped in the situation where the own vehiclehas already entered the target lane and is travelling in the targetlane. Here, reducing the yaw angle means decreasing an absolute value ofthe yaw angle. When the yaw angle is decreased at the emergency speed,for example, it is preferable that the steering be changed in adirection to decrease the yaw angle by using the maximum steering angleallowed in the steering assist device. Here “decreasing the yaw angle atthe emergency speed greater/higher than the speed at which the yaw anglechanges through the original lane return assist control” does not mean“momentarily decreasing the yaw angle at a greater/higher speed”, butmeans “decreasing the yaw angle, for example, at the averaged speedgreater/higher than the averaged speed at which the yaw angle changesduring the original lane return assist control”. Therefore, the lateralspeed which is the speed of the own vehicle in the lane width directioncan be reduced in a short time.

As a result, it is possible to quickly prevent the own vehicle frommoving to the center side in the width direction of target lane to avoidthe collision (or to assist collision avoidance) with respect to theapproaching vehicle (that is, it is possible to reduce the possibilityof the collision). Therefore, it is possible to ensure the safety in ashort time, and to start either the original lane control or the lateralspeed zero control immediately after that.

Further, since the lateral speed zero control is the same as controllingthe steering in such a manner that the yaw angle is maintained at zero,the lateral speed zero control can be started smoothly from the timepoint at which the collision avoidance assist control is terminated.

In one aspect of the present invention, the lateral speed zero controlmeans is configured to set a target position of the own vehicle in thelane width direction when performing the lateral speed zero control to aposition of the own vehicle in the lane width direction at a time pointat which the approaching vehicle is detected.

When the approaching vehicle is detected, the lane change assist isstopped and then the collision avoidance assist control starts to beperformed. However, a case may occur where the own vehicle travels inthe lane change direction to some extent due to a control delay, and thelike. In view of the above, the lateral speed zero control means setsthe target position of the own vehicle in the lane width direction whenperforming the lateral speed zero control to the position of the ownvehicle in the lane width direction at the time point at which theapproach vehicle was detected. Therefore, the position of the ownvehicle in the lane width direction is returned to the position at thetime point at which the approach vehicle was detected so that the ownvehicle travels parallelly to the lane. As a result, it is possible tofurther improve safety.

One aspect of the present invention resides in that the steering assistdevice further comprised center return assist control means (S30) forperforming center return assist control to control the steering so as tohave the own vehicle return to a center position in the lane widthdirection of the original lane, when the approaching vehicle is detectedwhile the own vehicle is travelling in the original lane so that thelane change assist control is stopped.

According to one aspect of the present invention described above, thecenter return assist control means performs the center return assistcontrol to control the steering so as to return the own vehicle to thecenter position in the lane width direction of the original lane, whenthe approaching vehicle is detected and then the lane change assistcontrol is stopped in the situation where the own vehicle is travelingwithin the original lane. Therefore, the own vehicle can be returned toan appropriate position (the center position in the original lane). As aresult, safety and convenience can be improved.

In the above description, in order to facilitate understanding of theinvention, reference symbols used in embodiments of the presentinvention are enclosed in parentheses and are assigned to each of theconstituent features of the invention corresponding to the embodiments.However, each of the constituent features of the invention is notlimited to the embodiments defined by the reference symbols.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic configuration diagram for illustrating a steeringassist device according to an embodiment of the present invention.

FIG. 2 is a plan view for illustrating attaching positions ofsurrounding sensors and a camera sensor.

FIG. 3 is a diagram for illustrating lane-related vehicle information.

FIG. 4 is a diagram for illustrating actuation of a turn signal lever.

FIG. 5 is a flowchart for illustrating a steering assist controlroutine.

FIG. 6 is a flowchart for illustrating an LCA cancellation controlroutine.

FIG. 7 is a flowchart for illustrating an LCA approach warning controlroutine.

FIG. 8 is a diagram for illustrating an LTA screen and an LCA screen ofa display.

FIG. 9 is a diagram for illustrating a target trajectory.

FIG. 10 is a diagram for illustrating a target trajectory function.

FIG. 11 is a diagram for illustrating an LCA cancellation screen of adisplay unit.

FIG. 12 is a graph for illustrating a graph of target curvature.

FIG. 13 is a diagram for illustrating an LCA approach warning screen ofa display unit.

FIG. 14 is a diagram for illustrating the target trajectory and a centerreturn target trajectory.

FIG. 15 is a diagram for illustrating a target trajectory and anoriginal lane return target trajectory.

FIG. 16 is a diagram for illustrating the target trajectory and alateral speed zero target trajectory.

FIG. 17 is a diagram for illustrating an approaching state between anown vehicle and other vehicles.

FIG. 18 is a flowchart for illustrating an LCA approach warning controlroutine according to a modified example

FIG. 19 is a flowchart for illustrating a steering assist controlroutine according to a modified example

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

A steering assist device for a vehicle according to an embodiment of thepresent invention will be described below with reference the drawings.

The steering assist device according to the embodiment of the presentinvention is applied to a vehicle (hereinafter also referred to as an“own vehicle” in order to distinguish the vehicle from other vehicles),and as illustrated in FIG. 1, includes a driving support ECU 10, anelectric power steering ECU 20, a meter ECU 30, a steering ECU 40, anengine ECU 50, a brake ECU 60, and a navigation ECU 70.

Those ECUs are electric control units each including a microcomputer asa main part, and are connected to one another so as to be able tomutually transmit and receive information via a controller area network(CAN) 100. The microcomputer herein includes a CPU, a ROM, a RAM, anonvolatile memory, an interface I/F, and the like. The CPU executesinstructions (programs and routines) stored in the ROM to implementvarious functions. Some or all of those ECUs may be integrated into oneECU.

A plurality of types of vehicle state sensors 80 configured to detect avehicle state and a plurality of types of driving operation statesensors 90 configured to detect a driving operation state are connectedto the CAN 100. Examples of the vehicle state sensors 80 include avehicle speed sensor configured to detect a travel speed of the vehicle,a longitudinal G sensor configured to detect an acceleration in alongitudinal direction of the vehicle, a lateral G sensor configured todetect an acceleration in a lateral direction of the vehicle, and a yawrate sensor configured to detect a yaw rate of the vehicle.

Examples of the driving operation state sensors 90 include anaccelerator operation amount sensor configured to detect an operationamount of an accelerator pedal, a brake operation amount sensorconfigured to detect an operation amount of a brake pedal, a brakeswitch configured to detect presence or absence of an operation on thebrake pedal, a steering angle sensor configured to detect a steeringangle, a steering torque sensor configured to detect a steering torque,and a shift position sensor configured to detect a shift position of atransmission.

Information (called “sensor information”) detected by the vehicle statesensors 80 and the driving operation state sensors 90 is transmitted tothe CAN 100. Each of the ECUs can utilize the sensor informationtransmitted to the CAN 100 as appropriate. The sensor information isinformation from a sensor connected to a specific ECU among the ECUs,and may be transmitted from that specific ECU to the CAN 100. Forexample, the accelerator operation amount sensor may be connected to theengine ECU 50. In this case, the sensor information indicative of theaccelerator operation amount is transmitted from the engine ECU 50 tothe CAN 100. For example, the steering angle sensor may be connected tothe steering ECU 40. In this case, the sensor information indicative ofthe steering angle is transmitted from the steering ECU 40 to the CAN100. The same applies to the other sensors. Further, there may beemployed a configuration in which, without interposition of the CAN 100,the sensor information may be transmitted and received through directcommunication between specific ECUs among the ECUs.

The driving support ECU 10 is a control device serving as a main devicefor performing driving support for a driver, and performs a lane changeassist control, a lane trace assist control, and an adaptive cruisecontrol. As illustrated in FIG. 2, a front-center surrounding sensor11FC, a front-right surrounding sensor 11FR, a front-left surroundingsensor 11FL, a rear-right surrounding sensor 11RR, and a rear-leftsurrounding sensor 11RL are connected to the driving support ECU 10. Thesurrounding sensors 11FC, 11FR, 11FL, 11RR, and 11RL are radar sensors,and basically have the same configuration as each other except that thesensors have different detection regions from each other. In thefollowing, the surrounding sensors 11FC, 11FR, 11FL, 11RR, and 11RL arecalled “surrounding sensors 11” when the sensors are not required to beindividually distinguished from one another.

Each of the surrounding sensors 11 includes a radar transceiver and asignal processor (not shown). The radar transceiver radiates a radiowave in a millimeter waveband (hereinafter referred to as a “millimeterwave”), and receives the millimeter wave (that is, a “reflected wave”)reflected by a three-dimensional object (for example, an other vehicle,an pedestrian, a bicycle, and a building) present within a radiationrange. The signal processor acquires, every time a predetermined timeperiod elapses, information (hereinafter called “surroundinginformation”) representing, for example, a distance between the ownvehicle and the three-dimensional object, a relative speed between theown vehicle and the three-dimensional object, and a relative position(direction) of the three-dimensional object with respect to the ownvehicle based on, for example, a phase difference between thetransmitted millimeter wave and the received reflected wave, anattenuation level of the reflected wave, and a time period required fromtransmission of the millimeter wave to reception of the reflected wave.Then, the signal processor transmits the surrounding information to thedriving support ECU 10. The surrounding information can be used todetect a longitudinal direction component and a lateral directioncomponent in the distance between the own vehicle and thethree-dimensional object and a longitudinal direction component and alateral direction component in the relative speed between the ownvehicle and the three-dimensional object.

As illustrated in FIG. 2, the front-center surrounding sensor 11FC isprovided at a front-center portion of a vehicle body, and detects athree-dimensional object present in a front region of the own vehicle.The front-right surrounding sensor 11FR is provided at a front-rightcorner portion of the vehicle body, and mainly detects athree-dimensional object present in a front-right region of the ownvehicle. The front-left surrounding sensor 11FL is provided at afront-left corner portion of the vehicle body, and mainly detects athree-dimensional object present in a front-left region of the ownvehicle. The rear-right surrounding sensor 11RR is provided at arear-right corner portion of the vehicle body, and mainly detects athree-dimensional object present in a rear-right region of the ownvehicle. The rear-left surrounding sensor 11RL is provided at arear-left corner portion of the vehicle body, and mainly detects athree-dimensional object present in a rear-left region of the ownvehicle.

In this embodiment, the surrounding sensors 11 are radar sensors, butother sensors such as clearance sonars and light detection and ranging(LIDAR) sensors can be employed instead.

Further, a camera sensor 12 is connected to the driving support ECU 10.The camera sensor 12 includes a camera unit and a lane recognition unitconfigured to analyze image data obtained based on an image taken by thecamera unit to recognize a white line of a road. The camera sensor 12(camera unit) photographs a landscape in front of the own vehicle. Thecamera sensor 12 (lane recognition unit) repeatedly supplies informationrelating to the recognized white line to the driving support ECU 10every time a predetermined calculation period elapses.

The camera sensor 12 is capable of recognizing a lane representing aregion sectioned by white lines and is capable of detecting a relativepositional relationship of the own vehicle with respect to the lane(relationship in position between the own vehicle and the lane) based ona positional relationship between the white lines and the own vehicle.The position of the own vehicle corresponds to (or is represented by)the center of gravity of the own vehicle. As will be described later, alateral position of the own vehicle represents the position of thecenter of gravity of the own vehicle in the lane width direction, alateral speed of the own vehicle represents the speed of the center ofgravity of the own vehicle in the lane width direction, and a lateralacceleration of the own vehicle represents the acceleration of thecenter of gravity of the own vehicle in the lane width direction. Thelateral position, the lateral speed, and the lateral acceleration areobtained based on the relative positional relationship between the whitelines and the own vehicle detected by the camera sensor 12. The positionof the own vehicle is represented by the center of gravity of the ownvehicle in the present embodiment, however, the position of the ownvehicle can be represented by a specific position set in advance (forexample, the center position of the own vehicle in a planar view).

As illustrated in FIG. 3, the camera sensor 12 determines a lane centerline CL corresponding to a center position in a width direction of rightand left white lines WL defining a lane in which the own vehicle istraveling. The lane center line CL is used as a target travel line inlane trace assist control described later. Further, the camera sensor 12calculates a curvature Cu of a curve of the lane center line CL.

The camera sensor 12 also calculates the position and the (traveling)direction of the own vehicle in the lane sectioned by the right and leftwhite lines WL. For example, as illustrated in FIG. 3, the camera sensor12 calculates a distance Dy (m) in a lane width direction between acenter of gravity point P of the own vehicle C and the lane center lineCL, namely, the distance Dy by which the own vehicle C isshifted/deviated from the lane center line CL in the lane widthdirection. This distance Dy is referred to as a “lateral deviation Dy”.The camera sensor 12 also calculates an angle formed between thedirection of the lane center line CL and the direction in which the ownvehicle C faces (travels), namely, an angle θy (rad) by which thedirection in which the own vehicle C faces is deviated from thedirection of the lane center line CL in a horizontal plane. This angleθy is referred to as a “yaw angle θy”. When the lane is curved, the lanecenter line CL is also curved, and thus the yaw angle θy represents(becomes equal to) the angle by which the direction in which the ownvehicle C faces is deviated from the curved lane center line CL. In thefollowing, information (Cu, Dy, and θy) representing the curvature Cu,the lateral deviation Dy, and the yaw angle θy is referred to as“lane-related vehicle information”. The right and left directions of thelateral deviation Dy and the yaw angle θy with respect to the lanecenter line CL are identified by a sign (plus or minus) of values ofthose. Regarding the curvature Cu, the direction of the curve (right orleft) is identified by a sign (plus or minus) of a value of thecurvature Cu.

Further, the camera sensor 12 also supplies, to the driving support ECU10, information on not only the lane of the own vehicle in which the ownvehicle is traveling but also on lanes adjacent to the lane of the ownvehicle ever time a predetermined calculation period elapses. When thewhite line is a solid line, the vehicle is inhibited from crossing thewhite line to change lanes. In contrast, when the white line is a brokenline (white line intermittently formed at certain intervals), thevehicle is allowed to cross the white line to change lanes. Thelane-related vehicle information (Cu, Dy, and θy) and the informationrelating to the white line(s) are collectively referred to as “laneinformation”.

In this embodiment, the camera sensor 12 calculates the lane-relatedvehicle information (Cu, Dy, and θy). However, in place of the camerasensor 12, the driving support ECU 10 may acquire the lane informationthrough analyzing the image data output from the camera sensor 12.

Further, the camera sensor 12 can also detect a three-dimensional objectpresent in front of (ahead of) the own vehicle based on the image data.Therefore, the camera sensor 12 may obtain not only the lane informationbut also front surrounding information through calculation. In thiscase, for example, there may be provided a synthesis processor (notshown) configured to synthesize the surrounding information acquired bythe front-center surrounding sensor 11FC, the front-right surroundingsensor 11FR, and the front-left surrounding sensor 11FL and thesurrounding information acquired by the camera sensor 12 to generatefront surrounding information having a high detection accuracy. Thesurrounding information generated by the synthesis processor may besupplied to the driving support ECU 10 as the front surroundinginformation on the own vehicle.

As illustrated in FIG. 1, a buzzer 13 is connected to the drivingsupport ECU 10. The buzzer 13 generates a sound when receiving a buzzersounding signal from the driving support ECU 10. The driving support ECU10 sounds the buzzer 13 when, for example, the driving support ECU 10notifies the driver of a driving support situation, or when the drivingsupport ECU 10 alerts the driver.

In this embodiment, the buzzer 13 is connected to the driving supportECU 10, but the buzzer 13 may be connected to other ECUs, for example, anotification ECU (not shown) dedicated for notification, and the buzzer13 may be sounded by the notification ECU. In this case, the drivingsupport ECU 10 transmits a buzzer sounding command to the notificationECU.

Further, instead of or in addition to the buzzer 13, a vibrator forgenerating vibration for notification to the driver may be provided. Forexample, the vibrator is provided in a steering wheel to vibrate thesteering wheel, to thereby alert the driver.

The driving support ECU 10 performs the lane change assist control, thelane trace assist control, and the adaptive cruise control, based on thesurrounding information supplied from the surrounding sensors 11, thelane information obtained based on the white line recognition by thecamera sensor 12, the vehicle state detected by the vehicle statesensors 80, the driving operation state detected by the drivingoperation state sensors 90, and the like.

A setting operation unit 14 to be operated by the driver is connected tothe driving support ECU 10. The setting operation unit 14 is anoperation unit for performing setting or the like regarding whether ornot to perform each of the lane change assist control, the lane traceassist control, and the adaptive cruise control. The driving support ECU10 receives a setting signal as input from the setting operation unit 14to determine whether or not to perform each control. In this case, whenthe execution of the adaptive cruise control is not selected, the lanechange assist control and the lane trace assist control areautomatically set to be unexecuted. Further, when the execution of thelane trace assist control is not selected, the lane change assistcontrol is automatically set to be unexecuted.

Further, the setting operation unit 14 has a function of inputtingparameters or the like representing preference of the driver when theabove-mentioned control is performed.

The electric power steering ECU 20 is a control device for an electricpower steering device. In the following, the electric power steering ECU20 is called an “EPS ECU 20”. The EPS ECU 20 is connected to a motordriver 21. The EPS ECU 20 is connected to a motor driver 21. The motordriver 21 is connected to a steering motor 22. The steering motor 22 isintegrated into a “steering mechanism including the steering wheel, asteering shaft coupled to the steering wheel, a steering gear mechanism,and the like” (not shown) of the vehicle. The EPS ECU 20 detects thesteering torque that is input by the driver to the steering wheel (notshown) using a steering torque sensor provided to the steering shaft,and controls energization of the motor driver 21 based on the steeringtorque to drive the steering motor 22. The assist motor is driven asdescribed above so that the steering torque is applied to the steeringmechanism, and thus a steering operation of the driver is assisted.

Further, when the EPS ECU 20 receives a steering command from thedriving support ECU 10 via the CAN 100, the EPS ECU 20 drives thesteering motor 22 in accordance with a control amount indicated by thesteering command to generate a steering torque. This steering torquerepresents a torque to be applied to the steering mechanism in responseto the steering command from the driving support ECU 10, which does notrequire the driver's steering operation (steering wheel operation)unlike a steering assist torque to be applied for alleviating thedriver's steering operation described above.

Even in a case where a steering command is received from the drivingsupport ECU 10, when a steering torque from the steering wheel operationby the driver is detected and that steering torque is larger than athreshold, the EPS ECU 20 prioritizes the steering wheel steeringperformed by the driver to generate the steering assist torque thatlightens the steering wheel operation.

The meter ECU 30 is connected to a display unit 31 and right and leftturn signals 32 (meaning turn signal lamps and sometimes called “turnlamps”). The display unit 31 is, for example, a multi-informationdisplay provided in front of a driver's seat, and displays various typesof information in addition to values measured by meters, for example, avehicle speed. For example, when the meter ECU 30 receives a displaycommand in accordance with the driving support state from the drivingsupport ECU 10, the meter ECU 30 causes the display unit 31 to display ascreen instructed in the display command. As the display unit 31,instead of or in addition to the multi-information display, a head-updisplay (not shown) can also be employed. When the head-up display isemployed, it is preferred to provide a dedicated ECU for controlling thedisplay on the head-up display.

Further, the meter ECU 30 includes a turn signal drive circuit (notshown). When the meter ECU 30 receives a turn signal flashing commandvia the CAN 100, the meter ECU 30 intermittently flashes the turn signal32 arranged in a right or left side of the own vehicle, designated bythe turn signal flashing command. Further, while the meter ECU 30intermittently flashes the turn signal 32, the meter ECU 30 transmits,to the CAN 100, turn signal flashing information representing that theturn signal 32 is in a flashing state. Therefore, other ECUs canrecognize the flashing state of the turn signal 32.

The steering ECU 40 is connected to a turn signal lever 41. The turnsignal lever 41 is an operation unit for actuating (intermittentlyflashing) the turn signal 32, and is provided to a steering column. Theturn signal lever 41 is provided to be swingable at a two-stageoperation stroke about a support shaft in each of a counterclockwiseoperation direction and a clockwise operation direction.

The turn signal lever 41 in this embodiment also acts as an operationdevice for requesting the lane change assist control by the driver. Asillustrated in FIG. 4, the turn signal lever 41 is configured to becapable of being selectively operated between a first stroke positionP1L (P1R), which is a position rotated by a first angle θW1 from aneutral position PN, and a second stroke position P2L (P2R), which is aposition rotated by a second angle θW2 (>θW1) from the neutral positionPN, in each of the clockwise operation direction and thecounterclockwise operation direction about a support shaft O. When theturn signal lever 41 has been moved to the first stroke position P1L(P1R) by a lever operation by the driver, the turn signal lever 41returns to the neutral position PN when a lever operation force by thedriver is released/disappeared. When the turn signal lever 41 has beenmoved to the second stroke position P2L (P2R) by a lever operation bythe driver, the turn signal lever 41 is held at the second strokeposition P2L (P2R) by a lock mechanism even when the lever operationforce is released/disappeared. Under a state in which the turn signallever 41 is held at the second stroke position P2L (P2R), when thesteering wheel is reversely rotated to be returned to the neutralposition, or when the driver operates and returns the turn signal lever41 to the neutral position, the locking by the lock mechanism isreleased, and the turn signal lever 41 is returned to the neutralposition PN.

The turn signal lever 41 includes a first switch 411L (411R) that turnson (generates an ON signal) only when the turn signal lever 41 ispositioned at the first stroke position P1L (P1R), and a second switch412L (412R) that turns on (generates an ON signal) only when the turnsignal lever 41 is positioned at the second stroke position P2L (P2R).

The steering ECU 40 detects the operation state of the turn signal lever41 based on the presence/absence of the ON signal from the first switch411L (411R) and the second switch 412L (412R). When the turn signallever 41 is in a state tilted to the first stroke position P1L (P1R) andwhen the turn signal lever 41 is in a state tilted to the second strokeposition P2L (P2R), the steering ECU 40 transmits, to the meter ECU 30,the turn signal flashing command including information representing theoperation direction (right or left).

The steering ECU 40 outputs, when it is detected that the turn signallever 41 has been continuously held at the first stroke position P1L(P1R) for a predetermined time (lane change request confirmation time:e.g., 1 second) or longer, to the driving support ECU 10 a lane changeassist request signal including information indicating that operationdirection (right or left). Therefore, when the driver wishes to receivelane change assist during driving, the driver is only required to tiltthe turn signal lever 41 to the first stroke position P1L (P1R) in thelane change direction and maintain that state for the predetermined timeor more. This operation is referred to as a “lane change assist requestoperation”.

In this embodiment, the turn signal lever 41 is used as the operationdevice for the driver to request lane change assist (control). However,in place of the turn signal lever 41, a dedicated lane change assistrequest operation device may be arranged on the steering wheel, forexample.

The engine ECU 50 illustrated in FIG. 1 is connected to an engineactuator 51. The engine actuator 51 is an actuator for changing anoperation state of an internal combustion engine 52. In this embodiment,the internal combustion engine 52 is a gasoline fuel injection, sparkignition, multi-cylinder engine, and includes a throttle valve foradjusting an intake air amount. The engine actuator 51 includes at leasta throttle valve actuator for changing an opening degree of the throttlevalve. The engine ECU 50 can drive the engine actuator 51, therebychanging a torque generated by the internal combustion engine 52. Thetorque generated by the internal combustion engine 52 is transmitted todrive wheels (not shown) via a transmission (not shown). Thus, theengine ECU 50 can control the engine actuator 51 to control a drivingforce of the own vehicle, thereby changing an acceleration state(acceleration).

The brake ECU 60 is connected to a brake actuator 61. The brake actuator61 is provided in a hydraulic circuit between a master cylinder (notshown) configured to pressurize a working fluid with a stepping force ona brake pedal and friction brake mechanisms 62 provided on thefront/rear left/right wheels. The friction brake mechanisms 62 include abrake disk 62 a fixed to the wheel and a brake caliper 62 b fixed to avehicle body. The brake actuator 61 is configured to adjust a hydraulicpressure supplied to a wheel cylinder integrated into the brake caliper62 b in accordance with a command from the brake ECU 60 to use thehydraulic pressure to operate the wheel cylinder, thereby pressing abrake pad against the brake disk 62 a and generating a friction brakingforce. Thus, the brake ECU 60 can control the brake actuator 61, therebycontrolling the braking force of the own vehicle to change adeceleration state (deceleration).

The navigation ECU 70 includes a GPS receiver 71 configured to receive aGPS signal for detecting a current position of the own vehicle, a mapdatabase 72 having map information and the like stored therein, and atouch panel (touch panel-type display) 73. The navigation ECU 70identifies the position of the own vehicle at the current time pointbased on the GPS signal, and executes various types of calculationprocessing based on the position of the own vehicle and the mapinformation and the like stored in the map database 72, to therebyperform route guidance with use of the touch panel 73.

The map information stored in the map database 72 includes roadinformation. The road information includes parameters (e.g., roadcurvature radius or curvature, the road lane width, the number of roadlanes, and the position of the lane center line of each road lane)indicative of the position and the shape of the road. Further, the roadinformation includes road type information for enabling distinction ofwhether or not the road is a road for exclusive use by automobiles, forexample.

<Control Processes Executed by Driving Support ECU 10>

Next, control processes executed by the driving support ECU 10 isdescribed. While both of the lane trace assist control and the adaptivecruise control are being executed, the driving support ECU 10 performsthe lane change assist control when the lane change assist request isaccepted. In view of this, the lane trace assist control and theadaptive cruise control are first described.

<Lane Trace Assist Control (LTA)>

The lane trace assist control applies the steering torque to thesteering mechanism so that the position of the own vehicle is maintainedin a vicinity of the target travel line inside a “lane in which the ownvehicle is traveling”, thereby assisting the steering operation of thedriver. In this embodiment, the target travel line is the lane centerline CL, but a line offset in the lane width direction by apredetermined distance from the lane center line CL can also be adoptedas the target travel line. Therefore, the lane trace assist control canbe expressed as being control for assisting a steering operation so thatthe travel position of the own vehicle is maintained in a fixed positionin the lane width direction in the lane.

Hereinafter, the lane trace assist control is called an “LTA”. The LTAis widely known (e.g., refer to Japanese Patent Application Laid-openNo. 2008-195402, Japanese Patent Application Laid-open No. 2009-190464,Japanese Patent Application Laid-open No. 2010-6279, and Japanese PatentNo. 4349210) although the LTA itself has different names. Thus, a briefdescription is now given of the LTA.

The driving support ECU 10 is configured to perform the LTA when the LTAis requested through the operation on the setting operation unit 14.When the LTA is requested, the driving support ECU 10 calculates atarget steering angle θ_(lta)* every time a predetermined calculationperiod elapses in accordance with Expression (1) based on theabove-mentioned lane-related vehicle information (Cu, Dy, and θy).

θ_(lta) *=K _(lta)1·Cu+K _(lta)2·θy+K _(lta)3·Dy+K _(lta)4·ΣDy  (1)

In the Expression (1), K_(lta)1, K_(lta)2, K_(lta)3, and K_(lta)4 arecontrol gains. The first term on the right-hand side is a steering anglecomponent that is determined in accordance with the curvature Cu of theroad and acts in a feed-forward manner. The second term on theright-hand side is a steering angle component that acts in a feed-backmanner so that the yaw angle θy is decreased (so that a differencebetween the direction of the own vehicle and the lane center line CL isdecreased). That is, the second term on the right-hand side is thesteering angle component calculated through feed-back control whereinthe target value of the yaw angle θy is set to zero. The third term onthe right-hand side is a steering angle component that acts in afeed-back manner so that a lateral deviation difference Dy, which is apositional shift amount (positional difference) in the lane widthdirection of the own vehicle with respect to the lane center line CL, isdecreased. That is, the third term on the right-hand side is thesteering angle component calculated through feed-back control whereinthe target value of the lateral deviation Dy is set to zero. The fourthterm on the right-hand side is a steering angle component that acts in afeed-back manner so that an integral value ΣDy of the lateral deviationDy is decreased. That is, the fourth term on the right-hand side is thesteering angle component calculated through feed-back control whereinthe target value of the integral value ΣDy is set to zero.

The target steering angle θ_(lta)* is set to the steering angle for theleft direction, for example, when the lane center line CL is curved inthe left direction, and/or when the own vehicle is laterally shifted inthe right direction with respect to the lane center line CL, and/or whenthe own vehicle is facing the right direction with respect to the lanecenter line CL. Further, the target steering angle θ_(lta)* is set tothe steering angle for the right direction when the lane center line CLis curved in the right direction, and/or when the own vehicle islaterally shifted in the left direction with respect to the lane centerline CL, and/or when the own vehicle is facing the left direction withrespect to the lane center line CL. Therefore, the driving support ECU10 calculates the target steering angle θ_(lta)* in accordance with theExpression (1) while using signs corresponding to the right/leftdirections.

The driving support ECU 10 outputs, to the EPS ECU 20, a command signalrepresenting the target steering angle θ_(lta)* that is the calculationresult. The EPS ECU 20 controls the drive of the steering motor 22 sothat the steering angle follows the target steering angle θ_(lta)*. Inthis embodiment, the driving support ECU 10 outputs the command signalrepresenting the target steering angle θ_(lta)* to the EPS ECU 20, butthe driving support ECU 10 may calculate a target torque for obtainingthe target steering angle θ_(lta)*, and output, to the EPS ECU 20, acommand signal representing the target torque that is the calculationresult.

Further, when the own vehicle is in the state where the own vehicle islikely to deviate from the lane, the driving support ECU 10 generates alane departure warning by, for example, sounding the buzzer 13. Theabove is the outline of the LTA.

<Adaptive Cruise Control (ACC)>

The adaptive cruise control refers to the following control. When apreceding vehicle traveling ahead of (in front of) the own vehicle ispresent, the own vehicle is caused to follow the preceding vehicle whilemaintaining an inter-vehicle distance between the preceding vehicle andthe own vehicle at a predetermined distance, based on the surroundinginformation. When no preceding vehicle is determined to be present basedon the surrounding information, the own vehicle is caused to travel at aconstant setting vehicle speed. In the following, the adaptive cruisecontrol is referred to as an “ACC”. The ACC itself is widely known(e.g., refer to Japanese Patent Application Laid-open No. 2014-148293,Japanese Patent Application Laid-open No. 2006-315491, Japanese PatentNo. 4172434, and Japanese Patent No. 4929777). Thus, a brief descriptionis now given of the ACC.

The driving support ECU 10 is configured to perform the ACC when the ACCis requested through the operation on the setting operation unit 14.That is, the driving support ECU 10 is configured to select a followingtarget vehicle (that is, the vehicle to be tracked) based on thesurrounding information acquired from the surrounding sensors 11 whenthe ACC is requested. For example, the driving support ECU 10 determineswhether or not an other vehicle is present in a following target vehiclearea defined in advance.

When an other vehicle is present in the following target vehicle areafor a time equal to or longer than a predetermined time, the drivingsupport ECU 10 selects that other vehicle as the following targetvehicle, and sets a target acceleration so that the own vehicle followsthe following target vehicle while keeping a predetermined inter-vehicledistance between the own vehicle and the following target vehicle. Whenthe other vehicle is not present in the following target vehicle area,the driving support ECU 10 sets the target acceleration based on the setvehicle speed and the detected speed (vehicle speed detected by thevehicle speed sensor) so that the speed of the own vehicle becomes equalto the set vehicle speed.

The driving support ECU 10 uses the engine ECU 50 to control the engineactuator 51, and, when necessary, uses the brake ECU 60 to control thebrake actuator 61 so that the acceleration of the own vehicle becomesequal to (matches) the target acceleration. When an acceleratoroperation is performed by the driver during the ACC, the acceleratoroperation is prioritized, and an automatic deceleration control forkeeping the inter-vehicle distance between the preceding vehicle and theown vehicle is not performed. The above is the outline of the ACC.

<Lane Change Assist Control (LCA)>

The lane change assist control refers to the following control. When thesurroundings of the own vehicle is monitored and it is determined thatthe own vehicle can safely change lanes, the steering torque is appliedto the steering mechanism so that the own vehicle is moved from the lanein which the own vehicle is currently traveling to the adjacent lanewhile the surroundings of the own vehicle continues being monitored.Thus, the steering operation performed by the driver (lane changeoperation) is assisted. Therefore, with the lane change assist control,the lane in which the own vehicle travels can be changed without thesteering operation by the driver (steering wheel operation). In thefollowing, the lane change assist control is referred to as an “LCA”.

Similarly to the LTA, the LCA is control of a lateral position of theown vehicle with respect to the lane, and is performed in place of theLTA when the lane change assist request is accepted while the LTA andthe ACC are being performed. In the following, the LTA and the LCA arecollectively referred to as a “steering assist control”, and the stateof the steering assist control is referred to as a “steering assistcontrol state”.

The steering assist device performs control for assisting the steeringoperation by the driver. Therefore, when the steering assist control(the LTA and the LCA) is being executed, the driving support ECU 10generates the steering torque for steering assist control in such amanner that the steering wheel operation by the driver is prioritized.As a result, the driver can cause the own vehicle to move in an intendeddirection based on the steering wheel operation performed by the drivereven when the steering assist control is being executed.

FIG. 5 is a flowchart for illustrating a steering assist control routineexecuted by the driving support ECU 10. The steering assist controlroutine is executed when an LTA execution permission condition isestablished. The LTA execution permission condition may be satisfied,for example, when an execution of the LTA is selected through thesetting operation unit 14, the ACC is being performed, and the whitelines of the lane are recognized by the camera sensor 12.

When and after the steering assist control routine is started, thedriving support ECU 10 sets the steering assist control state to an LTAON state at Step S11. The LTA ON state represents the control state inwhich the LTA is (to be) executed.

Next, at Step S12, the driving support ECU 10 determines whether or notan LCA start condition is established.

The LCA start condition is established when, for example, all of thefollowing conditions are established.

1. A lane change assist request operation (lane change assist requestsignal) is detected.

2. The execution of the LCA is selected through the setting operationunit 14.

3. The white line which is present in the turn signal operationdirection (the white line serving as a boundary between the originallane and the target lane) is a broken line.

4. The result of determining whether or not the LCA is allowed to beperformed through the monitoring of the surroundings is YES (that is, another vehicle or the like which has a probability to become an obstacleto changing lanes (during the lane change) is not detected based on thesurrounding information acquired from the surrounding sensors 11, andthus, it is determined that the own vehicle can safely change lanes).

5. The road is the road for exclusive use by automobiles (road typeinformation acquired from the navigation ECU 70 indicates a roadexclusively for automobiles).

6. The vehicle speed of the own vehicle is within an LCA permittedvehicle speed range in which the LCA is allowed to be performed.

For example, the condition 4 is established when the inter-vehicledistance between the own vehicle and the other vehicle when the lanechange is completed is predicted/estimated to be an appropriate distanceor longer based on the relative speed between the own vehicle and theother vehicle traveling in the target lane.

It should be noted that the LCA start conditions are not limited to theabove-mentioned conditions, and can be set as appropriate.

When it is determined that the LCA start condition is not established,the driving support ECU 10 returns the processing to Step S11, andcontinues to perform/execute the LTA.

When the LCA start condition is established while the LTA is beingperformed/executed (Step S12: Yes), the driving support ECU 10 startsthe LCA in place of the LTA. In this case, the driving support ECU 10sets the steering assist control state to an LCA first half state. Thesteering assist control state for the LCA is divided into the LCA firsthalf state and an LCA second half state. The steering assist controlstate for the LCA is set to the LCA first half state at the start of theLCA. When the driving support ECU 10 sets the steering assist controlstate to the LCA first half state, it transmits an LCA execution displaycommand to the meter ECU 30. As a result, the execution state of the LCAis displayed on the display unit 31.

FIG. 8 shows an example of a screen 31 a (referred to as an “LTA screen31 a”) displayed on the display unit 31 while the LAT is being performedand an example of a screen 31 b (referred to as an “LCA screen 31 b”)displayed while the LCA is being performed. An image in which the ownvehicle is traveling between the right and left white lines is displayedon the LTA screen 31 a and on the LCA screen 31 b. On the LTA screen 31a, virtual walls GW are displayed at an outer side of each of right andleft white lines displayed as GWL. The driver can recognize from thosewalls GW that the own vehicle is being controlled so as to travel withinthe lane.

On the other hand, on the LCA screen 31 b, the virtual walls GW are notdisplayed, but an LCA trajectory Z is displayed in place of the virtualwalls GW. The driving support ECU 10 switches the screen to be displayedon the display unit 31 between the LTA screen 31 a and the LCA screen 31b depending on the steering assist control state. As a result, thedriver can easily discriminate/recognize which steering assist controlis being performed, the LTA or the LCA.

The LCA is merely aimed to assist the steering operation performed bythe driver for changing lanes. Thus, the driver is responsible formonitoring (or is required to pay attention to) the surroundings.Therefore, a message GM, namely, “Please check your surroundings byyourself”, for causing the driver to monitor his or her surroundings isdisplayed on the LCA screen 31 b.

When and after the LCA starts, the driving support ECU 10 firstlycalculates the target trajectory at Step S14 of a routine illustrated inFIG. 5. The LCA target trajectory is now described.

When performing the LCA, the driving support ECU 10 determines a targettrajectory function for representing/expressing/defining the targettrajectory of the own vehicle. The target trajectory is a trajectoryalong which the own vehicle is to be moved, for a target lane changetime period, from a lane (called an “original lane”) in which the ownvehicle is currently traveling to the center position in the widthdirection (called a “final target lateral position”) of a lane (called a“target lane”) present in the lane change assist request direction,which is adjacent to the original lane. The target trajectory has, forexample, a shape as illustrated in FIG. 9.

The target trajectory function is, as described later, a function forcalculating a target value of the lateral position (i.e., target lateralposition) of the own vehicle with respect to the lane center line CL ofthe original lane serving as a reference, the target value correspondingto an elapsed time t which is a time from an LCA start time point (timepoint at which LCA start condition becomes established) and is avariable of the function. The lateral position of the own vehiclerepresents the position of the center of gravity of the own vehicle inthe lane width direction (also referred to as a “lateral direction”)with respect to the lane center line CL serving as a reference.

The target lane change time is varied in proportion to a distance(hereinafter referred to as a “required lateral distance”) for which theown vehicle is to move in the lateral direction from an initial positionto a final target lateral position. The initial position is an LCA startposition (lateral position of the own vehicle at the LCA start timepoint). For example, when the lane width is 3.5 m as in the case ofgeneral roads, the target lane change time is set to, for example, 8.0seconds. This example corresponds to a case in which the own vehicle ispositioned on the lane center line CL of the original lane at the LCAstart time point. The target lane change time is adjusted in proportionto the width of the lane. Therefore, the target lane change time is setto a larger value as the lane is wider, and conversely, to a smallervalue as the lane is narrower.

Further, when the lateral-direction position of the own vehicle at theLCA start time point is shifted/deviated to the lane change side withrespect to the lane center line CL of the original lane, the target lanechange time is made smaller as the shift amount (lateral deviation Dy)of the own vehicle is larger. On the other hand, when thelateral-direction position of the own vehicle at the start of the LCA isshifted/deviated to the opposite side of the lane change side withrespect to the lane center line CL of the original lane, the target lanechange time period is made smaller as the shift amount (lateraldifference Dy) is larger. For example, when the shift amount is 0.5 m,the increase/decrease adjustment amount of the target lane change timemay be 1.14 seconds (=8.0×0.5/3.5). The values for the target lanechange time described here are mere examples, and are arbitrarily valuescan be used.

In this embodiment, a target lateral position y is calculated based on atarget trajectory function y(t) represented by Expression (2) below. Thetarget trajectory function y(t) is a fifth-order function with theelapsed time t as the variable.

y(t)=c ₀ +c ₁ ·t+c ₂ ·t ² +c ₃ ·t ³ +c ₄ ·t ⁴ +c ₅ ·t ⁵  (2)

This target trajectory function y(t) is set to a function such that theown vehicle is smoothly moved to the final target position.

In the Expression (2), the coefficients c₀, c₁, c₂, c₃, c₄, and c₅ aredetermined based on a state (referred to as an “initial lateral stateamount”) of the own vehicle when the LCA is started and a target state(referred to as a “final target lateral state amount) of the own vehiclewhen the LCA is completed.

An example of the target trajectory function y(t) is illustrated in FIG.10. As described above, the target trajectory function y(t) is afunction for calculating the target lateral position y(t) of the ownvehicle C with respect to the lane center line CL of the original lanein which the own vehicle C is currently traveling, the target lateralposition y(t) corresponding to the elapsed time t (sometimes referred toas a “current time t”) from the LCA start time point (or the time pointat which the target trajectory is calculated). In the example shown inFIG. 10, the lane is straight. When the lane is a curved lane, thetarget lateral position of the own vehicle is calculated through thetarget trajectory function y(t) as a lateral position with respect tothe lane center line CL which has a curved shape corresponding thecurved lane.

The driving support ECU 10 sets target trajectory calculation parametersin the following manner in order to determine the coefficients c₀, c₁,c₂, c₃, c₄, and c₅ of the target trajectory function y(t). The targettrajectory calculation parameters include the following seven parameters(P1 to P7).

P1: a lateral position (referred to as an “initial lateral position”) ofthe own vehicle relative to the lane center line of the original lanewhen the LCA is started (or at the LCA start time point).

P2: a speed (referred to as an “initial lateral speed”) of the ownvehicle in the lateral direction when the LCA is started (or at the LCAstart time point).

P3: an acceleration (referred to as an “initial lateral acceleration”)of the own vehicle in the lateral direction when the LCA is started (orat the LCA start time point).

P4: a target lateral position (referred to as the “final target lateralposition”) of the own vehicle relative to the lane center line of theoriginal lane when the LCA is completed (referred to as an “LCAcompletion time point”).

P5: a target speed (referred to as a “final target lateral speed”) ofthe own vehicle in the lateral direction when the LCA is completed.

P6: a target acceleration (referred to as a “final target lateralacceleration”) of the own vehicle in the lateral direction when the LCAis completed.

P7: a target time (referred to as the “target lane change time”), whichis a target value of the time for performing the LCA (time from the LCAstart time point to the LCA completion time point).

As described above, the lateral direction is the lane width direction.Therefore, the lateral speed represents the speed of the own vehicle inthe width direction of the lane, and the lateral acceleration representsthe acceleration of the own vehicle in the width direction of the lane.

The processes for setting those seven target trajectory calculationparameters is referred to as an “initialization processing”. In thisinitialization processing, the target trajectory calculation parametersare set in the following manner. That is, the initial lateral positionis set to a value equal to the lateral deviation Dy detected by thecamera sensor 12 when the LCA is started (or at the LCA start timepoint). The initial lateral speed is set to a value (v·sin(θy)) obtainedby multiplying a vehicle speed v detected by the vehicle speed sensor atthe LCA start time point by a sine value sin(θy) of the yaw angle θydetected by the camera sensor 12 at the LCA start time point. Theinitial lateral acceleration is set to a value (v·γ) obtained bymultiplying a yaw rate y (rad/s) detected by the yaw rate sensor at theLCA start time point by the vehicle speed v at the LCA start time point.Instead, the initial lateral acceleration may be set to a derivativevalue of the initial lateral speed. The initial lateral position, theinitial lateral speed, and the initial lateral acceleration arecollectively referred to as the “initial lateral state amount”.

The driving support ECU 10 is designed/configured to regard the lanewidth of the target lane as a lane width equal to the lane width of theoriginal lane detected by the camera sensor 12. Therefore, the finaltarget lateral position is set to the same value as the lane width ofthe original lane (i.e., the final target lateral position=the lanewidth of original lane). The driving support ECU 10 sets each of thefinal target lateral speed and the final target acceleration to zero.The final target lateral position, the final target lateral speed, andthe final target lateral acceleration are collectively referred to asthe “final target lateral state amount”.

The target lane change time is, as described above, calculated based onthe lane width (the lane width of the original lane may be used) and thelateral-direction shift amount of the own vehicle when the LCA isstarted (or at the LCA start time point). For example, the target lanechange time t_(len) is calculated by Expression (3) below.

t _(len) =D _(ini) ·A  (3)

In the Expression (3), D_(ini) is a required distance which is adistance for which the own vehicle is required to be moved in thelateral direction from the LCA start position (initial lateral position)to the LCA completion position (final target lateral position).Therefore, when the own vehicle is positioned on the lane center line CLof the original lane at the LCA start time point, D_(ini) is set to avalue equal to the lane width. When the own vehicle is shifted/deviatedfrom the lane center line CL of the original lane at the LCA start timepoint, D_(ini) is set to a value obtained by adding or subtracting thatshift amount to or from the lane width. The constant (coefficient) A isa constant (referred to as a “target time setting constant”)representing the target time to be taken in order to move the ownvehicle in the lateral direction by a unit distance. For example, theconstant A is set to a value of 8 sec/3.5 m (=2.29 sec/m). Accordingly,for example, when the required distance D_(ini) for which the ownvehicle is required to be moved in the lateral direction is 3.5 m, thetarget lane change time t_(len) is set to 8 seconds.

The target time setting constant A is not limited to the above-mentionedvalue, and can be set arbitrarily. For example, the target time settingconstant A may be set to a value selected from a plurality of values inaccordance with a preference of the driver using the setting operationunit 14. Alternatively, the target time setting constant A may be afixed value.

The driving support ECU 10 calculates the coefficients c₀, c₁, c₂, c₃,c₄, and c₅ of the target trajectory function y(t) represented by theExpression (2) based on “the initial lateral state amount, the finaltarget lateral state amount, and the target lane change time” determinedthrough the initialization processing of the target trajectorycalculation parameters, to thereby finalize/fix the target trajectoryfunction y(t).

From the target trajectory function y(t) represented by the Expression(2), a lateral speed y′(t) of the own vehicle can be represented byExpression (4), and a lateral acceleration y″(t) of the own vehicle canbe represented by Expression (5).

y′(t)=c ₁+2c ₂ ·t+3c ₃ ·t ²+4c ₄ ·t ³+5c ₅ ·t ⁴  (4)

y″(t)=2c ₂+6c ₃ ·t+12c ₄ ·t ²+20c ₅ ·t ³  (5)

In the Expressions (4) and (5), when the initial lateral position isexpressed as y₀, the initial lateral speed is expressed as vy₀, theinitial lateral acceleration is expressed as ay₀, the final targetlateral position is expressed as y₁, the final target lateral speed isexpressed as vy₁, the final target lateral acceleration is expressed asay₁, and the lane width of the original lane is expressed as W, thefollowing relational expressions are obtained based on theabove-mentioned target trajectory calculation parameters.

y(0)=c ₀ =y ₀  (6)

y′(0)=c ₁ =vy ₀  (7)

y″(0)=2c ₂ =ay ₀  (8)

y(t _(len))=c ₀ +c ₁ ·t _(len) +c ₂ ·t _(len) ² +c ₃ ·t _(len) ³ +c ₄ ·t_(len) ⁴ +c ₅ ·t _(len) ⁵ =y ₁ =W  (9)

y′(t _(len))=c ₁+2c ₂ ·t _(len)+3c ₃ ·t _(len) ²+4c ₄ ·t _(len) ³+5c ₅·t _(len) ⁴ =vy ₁=0  (10)

y″(t _(len))=2c ₂+6c ₃ ·t _(len)+12c ₄ ·t _(len) ²+20c ₅ ·t _(len) ³ =ay₁=0  (11)

Therefore, the values of the coefficients c₀, c₁, c₂, c₃, c₄, and c₅ ofthe target trajectory function y(t) can be calculated from the sixExpressions (6) to (11). The target trajectory function y(t) isfixed/finalized by substituting the values of the calculatedcoefficients c₀, c₁, c₂, c₃, c₄, and c₅ into the Expression (2). Thedriving support ECU 10 stores and maintains that fixed/finalized targettrajectory function y(t) until the LCA is terminated. At the same timeas finalizing the target trajectory function y(t), the driving supportECU 10 also activates a clock timer (initial value: zero) to startcounting the elapsed time t from the LCA start time point.

When the target trajectory function has been fixed/finalized in theabove manner, the driving support ECU 10 performs steering control basedon the target trajectory function at Step S15. The steering control isnow specifically described.

First, the driving support ECU 10 calculates a target lateral stateamount of the own vehicle at the current time point. The target lateralstate amount includes:

the target lateral position which is a target value for/of the lateralposition of the own vehicle in the lane width direction;

the target lateral speed which is a target value for/of the speed(lateral speed) of the own vehicle in the lane width direction; and

the target lateral acceleration which is a target value for/of t theacceleration (lateral acceleration) of the own vehicle in the lane widthdirection.

The lateral speed and the lateral acceleration are sometimescollectively referred to as a “lateral movement state amount”, and thetarget lateral speed and the target lateral acceleration are sometimescollectively referred to as the “target lateral movement state amount”.

The driving support ECU 10 calculates, based on the target trajectoryfunction y(t) finalized at Step S14 and the current time t, the targetlateral position at the current time point, the target lateral speed atthe current time point, and the target lateral acceleration at thecurrent time point. The current time t is the time that has elapsedsince the target trajectory function y(t) was finalized at Step S14, andis the same as the elapsed time from the start of the LCA. When thetarget trajectory function y(t) is finalized at Step S14, the drivingsupport ECU 10 resets the clock timer and starts to count the elapsedtime t (=current time t) from the start of the LCA (LCA start timepoint). The target lateral position is calculated through substitutingthe current time t into the target trajectory function y(t). The targetlateral speed is calculated through substituting the current time t intoa function y′(t) obtained through first-order differentiation of thetarget trajectory function y(t), and the target lateral acceleration iscalculated through substituting the current time t into a function y″(t) obtained through second-order differentiation of the targettrajectory function y(t). The driving support ECU 10 reads the elapsedtime t measured by the clock timer to calculate the target lateral stateamount based on the measured time t and the above-mentioned functions.

In the following description, the target lateral position at the currenttime is expressed as y*, the target lateral speed at the current time isexpressed as vy*, and the target lateral acceleration at the currenttime is expressed as ay*.

Subsequently, the driving support ECU 10 calculates a target yaw stateamount which is a target amount relating to movement for changing thedirection of the own vehicle. The target yaw state amount includes atarget yaw angle θy* of the own vehicle at the current time point, atarget yaw rate γ* of the own vehicle at the current time point, and atarget curvature Cu* at the current time point. The target curvature Cu*is the curvature of the trajectory for causing the own vehicle to changelanes, namely, the curvature of the curve component relating only to thelane change. In other words, the target curvature Cu* does not includethe curvature of the lane.

The driving support ECU 10 reads the vehicle speed v at the current timepoint (the current vehicle speed detected by the vehicle speed sensor atthe current time), and calculates the target yaw angle θy* at thecurrent time point, the target yaw rate γ* at the current time point,and the target curvature Cu* at the current time point by usingExpressions (12), (13), and (14) described below, based on the readvehicle speed v, a target lateral speed vy*, and a target lateralacceleration ay*.

θy*=sin⁻¹(vy*/v)  (12)

γ*=ay*/v  (13)

Cu*=ay*/v ²  (14)

Specifically, the target yaw angle θy* is calculated throughsubstituting a value obtained by dividing the target lateral speed vy*by the vehicle speed v into an arcsine function. The target yaw rate γ*is calculated through dividing the target lateral acceleration ay* bythe vehicle speed v. The target curvature Cu* is calculated throughdividing the target lateral acceleration ay* by the square of thevehicle speed v.

Next, the driving support ECU 10 calculates a target control amount ofthe LCA. In this embodiment, a target steering angle θ_(lca)* iscalculated as the target control amount. The target steering angleθ_(lca)* is calculated through Expression (15) based on the targetlateral position y*, the target yaw angle θy*, the target yaw rate γ*,the target curvature Cu*, and the curvature Cu, calculated in the mannerdescribed above.

e _(lca) *=K _(lca)1·(Cu*+Cu)+K _(lca)2·(θy*−θy)+K _(lca)3·(y*−y)+K_(lca)4·(γ*−γ)+K _(lca)5·Σ(y*−y)  (15)

In the Expression (15), each of K_(lca)1, K_(lca)2, K_(lca)3, K_(lca)4,and K_(lca)5 represents a control gain. The parameter Cu represents thecurvature at the current time point (at the calculation of θ_(lca)*)detected by the camera sensor 12. The parameter y represents the lateralposition at the current time point (at the calculation of) detected bythe camera sensor 12, namely, y corresponds to Dy. The parameter θyrepresents the yaw angle at the current time point (at the calculationof θ_(lca)* detected by the camera sensor 12. The parameter γ representsthe yaw rate of the own vehicle at the current time point detected bythe yaw rate sensor. The derivative value of the yaw angle θy canalternatively be used as γ.

The first term on the right-hand side is a feed-forward control amountdetermined in accordance with a value obtained by adding the targetcurvature Cu* and the curvature Cu (curve of the lane). K_(lca)1·Cu* isthe feed-forward control amount for performing lane change. K_(lca)1·Cuis the feed-forward control amount for causing the own vehicle to travelalong the curve of the lane. Therefore, the control amount representedby the first term on the right-hand side is basically set to a valuecapable of causing the own vehicle to travel along a target travel pathwhen the steering angle is controlled according to that control amount.In this case, the control gain K_(lca)1 is set to a value that variesdepending on the vehicle speed v. For example, the control gain K_(lca)1may be set in accordance with Expression (16) below based on a wheelbase L and a stability factor Ksf (fixed value determined for eachvehicle). In this case, K is a fixed control gain.

K _(lca)1=K·L·(1+Ksf·v ²)  (16)

Each of the second to fifth terms on the right-hand side in theExpression (15) represents a feedback control amount. The second term onthe right-hand side represents a steering angle component for providingfeedback so as to reduce a deviation between the target yaw angle θy*and an actual yaw angle θy. The third term on the right-hand siderepresents a steering angle component for providing feedback so as toreduce a deviation between the target lateral position y* and an actuallateral position y. The fourth term on the right-hand side represents asteering angle component for providing feedback so as to reduce adeviation between the target yaw rate γ* and an actual yaw rate γ. Thefifth term on the right-hand side represents a steering angle componentfor providing feedback so as to reduce an integral value Σ(y*−Y) of adeviation between the target lateral position y* and the actual lateralposition y.

The target steering angle θ_(lca)* is not limited to an angle calculatedbased on the above-mentioned five steering components. The targetsteering angle θ_(lca)* may be calculated using only arbitrary steeringcomponents selected from those five steering components, or may also becalculated using other steering components in addition to the fivesteering components. For example, regarding the feedback control amountrelating to yaw movement, any one of a deviation in the yaw angle and adeviation in the yaw rate can be used. Further, the feedback controlamount obtained using the integral value Σ(y*−γ) of the deviationbetween the target lateral position y* and the actual lateral position ycan be omitted.

After the target control amount has been calculated, the driving supportECU 10 transmits the steering command representing the target controlamount to the EPS ECU 20. In this embodiment, the driving support ECU 10calculates the target steering angle θ_(lca)* as the target controlamount, but the driving support ECU 10 may calculate a target torque forobtaining the target steering angle θ_(lca)*, and transmit a steeringcommand representing that target torque to the EPS ECU 20. Theprocessing described above is the processing of Step S15.

When the EPS ECU 20 receives the steering command from the drivingsupport ECU 10 via the CAN 100, the EPS ECU 20 drives the steering motor22 in such a manner that the steering angle follows (becomes equal to)the target steering angle θ_(lca)*.

Subsequently, the driving support ECU 10 determines whether or not alane change progress status is the second half state, at Step S16.

Determination as to which the lane change progress status is, the firsthalf or the second half, is now described. The driving support ECU 10compares the position of the reference point of the own vehicle (thecenter of gravity of the vehicle in the present embodiment) with apreset determination position, to thereby determine which the lanechange progress status is, the first half state or the second halfstate. When the position of the reference point of the own vehicle(hereinafter, simply also referred to as a “position of the own vehicle”or a “lateral position”) is in a side opposite to the lane change side(that is, is in the original lane side) with respect to thedetermination position, the driving support ECU 10 determines that thelane change progress status is the first half state. When the lateralposition of the own vehicle is in the lane change side with respect tothe determination position, the driving support ECU 10 determines thatthe lane change progress status is the second half state.

As will be described later, the driving support ECU 10 monitorssurrounding vehicles based on the surrounding information obtained bythe surrounding sensors 11 while performing the LCA. When the drivingsupport ECU 10 detects an other vehicle(s) (sometimes referred to as an“approaching vehicle”) which is likely to approach the own vehicleexcessively/abnormally (too closely to the own vehicle) in the targetlane if the LCA continues being performed, the driving support ECU 10stops/terminates performing the LCA. If the own vehicle can be preventedfrom protruding/deviating from the original lane, the approachingvehicle will not collide with the own vehicle. On the other hand, whenthe own vehicle has already entered the target lane, it is necessary toavoid/prevent a collision between the own vehicle and the approachingvehicle.

In view of the above, the driving support ECU 10 of the presentembodiment detects/grasps the progress status of the lane change toselect the processing to be carried out when the approaching vehicle hasbeen detected depending on which the lane change progress status is, thefirst half state or the second half state. For this reason, the drivingsupport ECU 10 determines which the lane change progress status is, thefirst half state or the second half state (determines whether theprogress status of lane change is the first half state or the secondhalf state). The progress status of the lane change is determined basedon the lane information detected by the camera sensor 12.

Example 1 of the Method for Determining of the First Half State or theSecond Half State

For example, when it is estimated that the entire body of the ownvehicle is located within the original lane, the driving support ECU 10determines that the progress status of the lane change is the first halfstate. When it is estimated that at least a part of the body of thevehicle protrudes from the original lane to the target lane, the drivingsupport ECU 10 determines that the progress status of the lane change isthe second half state. In this case, based on the lane information (inparticular, the lane width and the lateral deviation Dy) detected by thecamera sensor 12 and the vehicle body size (in particular, the vehiclebody width), the driving support ECU 10 may determine whether or not theside surface of the own vehicle on the lane change direction side hasalready passed across the boundary white line which is the boundarybetween the original lane and the target lane to the target lane side(for example, the driving support ECU 10 may determine whether or not atire of the own vehicle on the lane change side has already passedthrough the boundary white line).

Example 2 of the Method for Determining of the First Half State or theSecond Half State

As will be described later, when the approaching vehicle is detected inthe first half state of the lane change, the LCA is stopped/terminatedin the middle of the LCA and the steering control is performed in such amanner that the own vehicle is made to return to the center position ofthe original lane in the lane width direction. This steering control isreferred to an “LCA cancellation control”. Even if the approachingvehicle is detected, and thus, the LCA cancellation control isperformed, the own vehicle may enter the target lane, due to responsedelay in control, delay in the white lines recognition, recognitiondelay in surrounding monitoring, calculation delay, and the like. Thus,taking the overshoot due to the delay (a delay time from when theapproaching vehicle is detected to when the lateral speed of the ownvehicle is changed to a lateral speed in the opposite lane changedirection) caused by the above factors into consideration, the drivingsupport ECU 10 may switch the lane change progress status from the firsthalf state to the second half state at an earlier timing. That is, thedriving support ECU 10 may determine that the lane change progressstatus has changed to the second half state before the side surface(tire) of the own vehicle passes through the boundary white line. Notethat the overshoot means a distance in the lateral direction toward thetarget lane for which the own vehicle moves.

In this case, the driving support ECU 10 may use a foreseen lateralposition Dyf determined in consideration of the above overshoot todetermine whether or not the side surface of the own vehicle passesthrough/across the boundary white line to the target lane side. Theovershoot increases as the lateral speed of the own vehicle increases.Thus, the driving support ECU 10 may calculate the foreseen lateralposition Dyf using Expression (17) below.

Dyf=Dy+vy·Tre  (17)

In the Expression (17), Dy is the lateral deviation at the current timepoint, vy is the lateral speed at the current time point, and Tre is thepreset time (called a “foreseen time”) for compensating for the responsedelay.

In this case, a “position deviated in the lateral direction (in thedirection for coming closer to the target lane with reference to thecenter position in the original lane) from the lateral position of theown vehicle which is detected by the camera sensor 12 by the distance(vy·Tre) which is determined according to the lateral speed vy” isregarded/used as the lateral position (foreseen position) of the ownvehicle. The driving support ECU 10 determines whether or not the sidesurface of the own vehicle determined by this foreseen (prefetching)position passes through/across the boundary white line.

Example 3 of the Method for Determining of the First Half State or theSecond Half State

The own vehicle is likely to be prevented from entering the target laneif the LCA cancellation control is started when the lateral position ofthe own vehicle reaches a specific position while the LCA control isbeing performed. That specific position may be determined in advance andbe adopted as the determination position. For example, the determinationposition may be set to 0.5 m (fixed value). This determination positionis a position in the lane change side with respect to the lane centerline CL. In this case, unless the position of the center of gravity ofthe own vehicle laterally moves for a distance longer than 0.5 m fromthe lane center line CL toward the lane change side (toward the targetlane), in other words, when the lateral deviation Dy in the lane changeside is 0.5 m or less, the driving support ECU 10 determines that thelane change status is the first half state. When the lateral deviationDy in the lane change side is longer than 0.5 m, the driving support ECU10 determines that the lane change status is the second half state. Inthis example, assuming that the lane width is 3.5 m and the vehiclewidth of the own vehicle is 1.8 m, when the lateral deviation Dy is 0.5m, the distance between the center of gravity position of the ownvehicle and the boundary white line is 1.25 m (=(3.5/2)−0.5), thereforethe distance between the side surface of the own vehicle and theboundary white line is 0.35 m (=1.25−(1.8/2). Therefore, in thisexample, if the overshoot is 0.35 m or less, the LCA cancellationcontrol can prevent the own vehicle from entering the target lane. Whenthe driving support ECU 10 uses this method for determining of the firsthalf state or the second half state, the determination position isdetermined depending on the predicted lane width and the predictedovershoot amount.

It should be noted that, regarding the example 2 and example 3 of themethod for determining of the first half state or the second half state,the driving support ECU 10 may be said to be configured to determinethat the progress status is the first half state when the drivingsupport ECU 10 determines that the own vehicle is located at a positionin a direction opposite to the lane change direction with respect to adetermination position, and to determine that the progress status is thesecond half state when the driving support ECU 10 determines that theown vehicle is located at a position in the lane change direction withrespect to the determination position, wherein, the determinationposition is a specific position which is closer to the center positionin the original lane than to the boundary between the original lane andthe target lane and is closer to the boundary than to the centerposition in the lane width direction of the original lane.

In the following description, the driving support ECU 10 determines theprogress status of the lane change, using the Example 2 or 3 of themethod for determining of the first half state or the second half state.

Referring back to FIG. 5, the steering assist control routine will bedescribed. The progress status in the beginning of the LCA is the firsthalf state, and thus, a “No” determination is made at Step S16. In thiscase, at Step S17, the driving support ECU 10 determines whether or notan other vehicle (other vehicle having a probability of collision withthe own vehicle) is present which is likely to approach the own vehicleexcessively (too closely) if the own vehicle changes lanes along thetarget trajectory, based on the surrounding information obtained by thesurrounding sensors 11.

For example, the driving support ECU 10 calculates a predicted time (acollision time TTC: Time to Collision) from the current time point to atime point at which any one of other vehicles, which is present eitherin the original lane or in the lane adjacent to the original lane, wouldcollide with the own vehicle, based on the relative speed between theown vehicle and that other vehicle and a distance between the ownvehicle and that other vehicle. The driving support ECU 10 determineswhether or not the collision time TTC (minimum TTC if there a pluralityof TTCs are predicted) is equal to or longer than a first half statethreshold TTC1 to generate a determination result as a surroundingmonitoring result. When the collision time TTC is equal to or longerthan the first half state threshold TTC1, the surrounding monitoringresult is “the approaching vehicle is not present”. When the collisiontime TTC is shorter than the first half state threshold TTC1, thesurrounding monitoring result is “the approaching vehicle is present”.For example, the first half state threshold TTC1 is set to 4 seconds.

It should be noted that, at Step 17, the driving support ECU 10 mayadditionally determine whether or not an any other vehicle is present inthe lateral direction of the own vehicle to determine that “theapproaching vehicle is present” when it is determined that there is another vehicle in the lateral direction of the own vehicle. Further, atStep 17, the driving support ECU 10 may additionally determine whetheror not the own vehicle excessively approaches/comes closer to an anyother preceding vehicle travelling in the target lane if the own vehiclechanges lanes, based on a distance between that other preceding vehicleand the own vehicle and the relative speed of that other precedingvehicle. In this case, the driving support ECU 10 determines that “theapproaching vehicle is present” when it is determined that the ownvehicle excessively approaches that other preceding vehicle.

When it is determined that the surrounding monitoring result is “theapproaching vehicle is not present” at Step S17 (S17: Yes), the drivingsupport ECU 10 returns the processing to Step S15. When it is determinedthat the surrounding monitoring result is “the approaching vehicle ispresent” at Step S17 (S17: No), the driving support ECU 10 advances theprocessing to Step S30. A case will next be described in which thesurrounding monitoring result is “the approaching vehicle is notpresent”.

The driving support ECU 10 repeatedly executes the above-describedprocesses of Steps S15 to S17 every time a predetermined calculationperiod elapses while the surrounding monitoring result is “theapproaching vehicle is not present”. As a result, the LCA is continued,and thus, the own vehicle moves toward the target lane.

When it is determined that the lane change progress status has becomethe second half (S16: Yes) while the processes of Steps S15 to S17 arerepeatedly executed, the driving support ECU 10 sets the steering assistcontrol state to the second half LCA state at Step S18. It should benoted that control contents of the LCA itself remains unchanged betweenthe LCA first half state and the LCA second half state, unless theapproaching vehicle is detected so that the LCA is stopped. In otherwords, the subsequent processing after the approaching vehicle isdetected so that the LCA is stopped depends on the steering assistcontrol state at the time point at which the LCA is stopped, that is,the LCA first half state or the LCA second half state.

Subsequently, at step S19, the driving support ECU 10 determines whetheror not an other vehicle (other vehicle having a probability ofcollision) is present which is likely to excessively approach the ownvehicle if the own vehicle continues changing lanes along the targettrajectory, based on the surrounding information obtained by thesurrounding sensors 11. In this case, in the same manner as Step S17,the driving support ECU 10 calculates the collision time TTC todetermine the presence or absence of the excessively approaching othervehicle (approaching vehicle), using the second half state thresholdTTC2 as the determination threshold. That is, when the collision timeTTC is equal to or longer than the second half state threshold TTC2, thedriving support ECU 10 determines that “the approaching vehicle is notpresent” When the collision time TTC is shorter than the second halfstate threshold TTC2, the driving support ECU 10 determines “theapproaching vehicle is present”. The result of the determination made atstep S19 is the surrounding monitoring result.

The second half state threshold TTC2 is set to a value smaller than thefirst half state threshold TTC1. For example, the second half thresholdTTC 2 is set to 2 seconds. Therefore, in the LCA second half state ascompared to the LCA first half state, the driving support ECU 10determines that “the approaching vehicle is present” when the othervehicle whose approach degree has reached a higher level is detected,

At Step 19, when the surrounding monitoring result is “the approachingvehicle is not present”, the driving support ECU 10 advances theprocessing to Step S20 to determine whether or not LCA completioncondition has been established. In the present embodiment, the LCAcompletion condition is established, when the lateral position y of theown vehicle reaches the final target lateral position y*. When the LCAcompletion condition is not established, the driving support ECU 10returns the processing to Step S15 and repeats the above-describedprocesses of Steps S15 to S20 every time the predetermined calculationperiod elapses. In this manner, the LCA is continued.

While the LCA is being performed, the target lateral state amount (y*,vy*, and ay*) that varies depending on the elapsed time t arecalculated. In addition, based on the calculated target lateral stateamount (y*, vy*, and ay*) and the vehicle speed v, the target yaw stateamount (θy*, γ*, and Cu*) are calculated. Furthermore, based on thecalculated target yaw state amount (θy*, γ*, and Cu*), the targetcontrol amount (θ_(lca)*) is calculated. Every time the target controlamount (θ_(lca)*) is calculated, a steering command representing thetarget control amount (θ_(lca)*) is transmitted to the EPS ECU 20. Inthis manner, the own vehicle travels along the target trajectory.

It should be noted that, when the travel position of the own vehicle haschanged during the LCA from a position in the original lane to aposition in the target lane, the lane-related vehicle information (Cu,Dy, and θy) supplied to the driving support ECU 10 from the camerasensor 12 changes from lane-related vehicle information with respect tothe original lane to lane-related vehicle information with respect tothe target lane. Thus, when this position change has occurred, itbecomes impossible to continue using the target trajectory function y(t)initially calculated when the LCA started as it is. Meanwhile, when thelane in which the own vehicle is present changes, the sign of thelateral deviation Dy reverses. Therefore, when the driving support ECU10 detects that the sign (plus or minus) of the lateral deviation Dyoutput by the camera sensor 12 has changed, the driving support ECU 10offsets/shifts the target trajectory function y(t) by the lane width Wof the original lane. This enables the target trajectory function y(t)calculated using the lane center line CL of the original lane as anorigin to be converted into the target trajectory function y(t) whichuses the lane center line CL of the target lane as an origin.

When it is determined at Step S20 that the LCA completion condition isestablished, the driving support ECU 10 sets the steering assist controlstate to an LTA ON state at Step S21. In other words, the drivingsupport ECU 10 completes the LCA and restarts the LTA. As a result, thesteering control is performed in such a manner that the own vehicletravels along the lane center line CL of the target lane. After thesteering assist control state is set to the LTA ON state at Step S21,the driving support ECU 10 returns the processing to Step S11, andcontinues executing the steering assist control routine described above.

When the LCA is completed and the steering assist control state is setto the LTA ON state, the screen displayed on the display unit 31 isswitched to the LTA screen 31 a from the LCA screen 31 b, as illustratedin FIG. 8.

During the period from the start of the LCA to the termination of thesteering assist control routine, the driving support ECU 10 transmits tothe meter ECU 30 a flashing command of the turn signal 32 of the turnsignal operation direction. The turn signal 32 intermittently flashesbased on a flashing command transmitted from the steering ECU 40 owingto an operation for the turn signal lever 41 to the first strokeposition P1L (P1R) from a time point before the LCA is started. Themeter ECU 30 continues having the turn signal 32 intermittently flashingas long as the flashing command is being transmitted from the drivingsupport ECU 10, even when and after the flashing command transmittedfrom the steering ECU 40 is stopped.

Next, a case where the surrounding monitoring result indicates “theapproaching vehicle is present” in the LCA first half state at Step S17will be described. In the LCA first half state, when the surroundingmonitoring result is “the approaching vehicle is present”, the drivingsupport ECU 10 advances the processing to Step 30 to perform the LCAcancellation control. FIG. 6 is a flowchart for illustrating the LCAcancellation control routine which specifically describes the processingof Step S30.

In the LCA first half state, the own vehicle is present in the originallane. Therefore, unless the own vehicle is made to enter the targetlane, the own vehicle does not approach the other vehicle (approachingvehicle) abnormally. Therefore, in the LCA cancellation control routine,the following processing is executed in such a manner that the ownvehicle is prevented from entering the target lane.

First, at Step S31, the driving support ECU 10 sets the steering assistcontrol state to the LCA cancellation control state. When the steeringassist control state is set to the LCA cancellation control state, theLCA is terminated/stopped.

Subsequently, at Step S32, the driving support ECU 10 calculates thetarget trajectory to have the own vehicle move from the current position(the position of the own vehicle at the moment when the LCA cancellationcontrol state is set) to the center position in the lane width directionof the original lane (hereinafter simply referred to as a “centerposition”). Hereinafter, this target trajectory is referred to as a“center return target trajectory”. The function y(t) shown in theExpression (2) is also used for the center return target trajectory. Thefunction representing the center return target trajectory is referred toas a “center return target trajectory function y(t)”. In order todetermine the coefficients c0, c1, c2, c3, c4, and c5 of the functiony(t) shown in Expression (2) for the center return target trajectoryfunction y(t), center return target trajectory calculation parametersare set as follows. The center return target trajectory calculationparameters include the following seven parameters (P11 to P17).

P11: a lateral position of the own vehicle at the current time point (atime point at which the steering assist control state is set to the LCAcancellation control state).

P12: a lateral speed of the own vehicle at the current time point (atime point at which the steering assist control state is set to the LCAcancellation control state).

P13: a lateral acceleration of the own vehicle at the current time point(a time point at which the steering assist control state is set to theLCA cancellation control state).

P14: a target lateral position which is a target value of a lateralposition to which the own vehicle is to be (finally) moved (in thisexample, the target lateral position is the center position of theoriginal lane, and hereinafter referred to as a “center returncompletion target lateral position)”.

P15: a target lateral speed of the own vehicle (referred to as a “centerreturn complete target lateral speed”) when the own vehicle reaches thecenter return completion target lateral position.

P16: a target lateral acceleration of the own vehicle (referred to as a“center return complete target lateral acceleration”) when the ownvehicle is reaches the center return completion target lateral position.

P17: a target time (referred to as a “center return target time”) whichis a target value of the time required to move the own vehicle from thecurrent position to the center return completion target lateralposition.

Here, for example, the lateral position of the own vehicle at thecurrent time point (the time point at which the LCA cancellation controlstate is set) is expressed as y_(cancel), the lateral speed at thecurrent time point is expressed as vy_(cancel), the lateral accelerationat the current time point is expressed as ay_(cancel), the time at whichthe steering assist control state is set to the LCA cancellation controlstate is se to 0 (t=0), and the center return target time is expressedas t_(cancel). In this case, the center return target trajectorycalculation parameters are set as follows: y(0)=y_(cancel),y′(0)=vy_(cancel), y″(0)=ay_(cancel), y (t_(cancel))=0,y′(t_(cancel))=0, and y″(t_(cancel))=0.

The lateral position y_(cancel), the lateral speed vy_(cancel), and thelateral acceleration ay_(cancel) are calculated/determined in the samemanner as the method for obtaining the initial lateral state amountdescribed above based on values detected at the current time point. Thatis, the lateral position y_(cancel) is the lateral deviation Dy at thecurrent time point. The lateral speed vy_(cancel) is obtained from thevehicle speed v at the current time point and the yaw angle θy at thecurrent time point (vy_(cancel)=v·sin (θy)). The lateral accelerationay_(cancel) is a value (v·γ) obtained by multiplying the yaw rate γ atthe current time point by the vehicle speed v at the current time point.Further, y(t_(cancel)) is the center return completion target lateralposition, and is set to the center position of the original lane.y′(t_(cancel)) represents the center return completion target lateralspeed, and y″ (t_(cancel)) represents the center return completiontarget lateral acceleration, both of which are set to zero.

Further, the center return target time t_(cancel) is calculated using atarget time setting constant A_(cancel) according to Expression (18)below. The target time setting constant A_(cancel) is set to a valueapproximately equal to the target time setting constant A used when thetarget lane changing time t_(len) is calculated at the LCA start timepoint.

t _(cancel) =D _(cancel) ·A _(cancel)  (18)

Here, D_(cancel) is a required distance which is a distance for whichthe own vehicle is required to be moved in the lateral direction fromthe lateral position of the own vehicle when the steering assist controlstate is set to the LCA cancellation control state to the center returncompletion target lateral position (the center position of the originallane). In the LCA cancellation control state, since the own vehicle ispresent in the original lane, it is not necessary for the own vehicle tobe moved urgently/quickly through the LCA cancellation control.Therefore, the speed of moving the own vehicle in the lateral directionin the LCA cancellation control may be comparable with the speed ofmoving the own vehicle in the lateral direction in the LCA. Thus, thetarget time setting constant A_(cancel) is set to a value approximatelyequal to the target time setting constant A used when the LCA isperformed.

Based on the set values of the center return target trajectorycalculation parameters, the driving support ECU 10 calculates the valuesof the coefficients c0, c1, c2, c3, c4, and c5 of the function y (t)shown in the Expression (2), in the same manner as Step S14. Thereafter,the driving support ECU 10 finalizes/fixes the target trajectoryfunction y(t) through substituting the values of the calculatedcoefficients c₀, c₁, c₂, c₃, c₄, and c₅ into the Expression (2).

At Step S32, the driving support ECU 10 not only finalizes/fixes thecenter return target trajectory function but also, at the same time,notifies the driver that the LCA is canceled (or is terminated in themiddle of the LCA). For example, the driving support ECU 10 drives thebuzzer 13 to generate a notification sound (for example, a sound “beep”)and transmits an LCA cancellation notification command to the meter ECU30. The meter ECU 30 receives the LCA cancel notification command todisplay an LCA cancellation screen 31 c on the display unit 31, as shownin FIG. 11. On the LCA cancellation screen 31 c, the LCA trajectory Z(refer to FIG. 8) which has been displayed brightly until the LCA cancelnotification command is received is darkened or erased. As a result, thedriver recognizes that the LCA is stopped/terminated. The LCAcancellation screen 31 c is displayed until the LCA cancellation controlstate ends.

Subsequently, at Step S33, the driving support ECU 10 performs thesteering control based on the center return target trajectory function y(t) which was fixed/finalized at the previous Step S32. In this case,the driving support ECU 10 resets the clock timer t (i.e., clears theclock timer t to 0, and thereafter, activates/starts the clock timer) tocalculate the target lateral movement state amount (y*, vy*, ay*) andthe target yaw state amount (θy*, γ*, Cu*), in the same manner as StepS15, based on the elapsed time t from the time point at which thesteering assist control state is set to the LCA cancellation controlstate, and the center return target trajectory function y(t), to therebycalculate the final target steering angle θ_(cancel)*. For example, thetarget steering angle θ_(cancel)* can be calculated in the same manneras θlca* by replacing the left-hand side of the Expression (15) with thetarget steering angle θ_(cancel)*.

After the target control amount (the target steering angle θ_(cancel)*)is calculated, the driving support ECU 10 transmits the steering commandrepresenting the target control amount to the EPS ECU 20. In thisembodiment, the driving support ECU 10 calculates the target steeringangle θ_(cancel)* as the target control amount, but the driving supportECU 10 may calculate a target torque for obtaining the target steeringangle A θ_(cancel)*, and transmit a steering command representing thattarget torque to the EPS ECU 20.

Next, at Step S34, the driving support ECU 10 determines whether or nota termination condition of the LCA cancellation control state has beenestablished. In this case, the driving support ECU 10 determines thatthe termination condition of the LCA cancellation control state has beenestablished, when the driving support ECU 10 has detected that thelateral position of the own vehicle has reached the center returncompletion target lateral position (the center position of the originallane) owing to the steering control described above. Alternatively, thedriving support ECU 10 may determine that the termination condition ofthe LCA cancellation control state has been established, when thedriving support ECU 10 has detected that the LCA cancellation controlstate has been continued for a certain time (which is, for example, thecenter return target time t_(cancel) or a time longer than the centerreturn target time t_(cancel) by a predetermined time) set in advance.

When the driving support ECU 10 has determined that the terminationcondition of the LCA cancellation control state has not been established(S34: No), the driving support ECU 10 returns the processing to StepS33. Therefore, the steering control is performed until the terminationcondition of the LCA cancellation control state becomes established. Asa result, the own vehicle continues moving toward the center position ofthe original lane.

When the termination condition of the LCA cancellation control state hasbeen established through repeating the processes described above, thedriving support ECU 10 terminates the LCA cancellation control routineand advances the processing to Step S21 of the main routine (thesteering assist control routine). As a result, the steering assistcontrol state is switched from the LCA cancellation control state to theLTA ON state. The functional unit of the driving support ECU 10 whichperforms the LCA cancellation control routine corresponds to the centerreturn assist control means of the present invention.

FIG. 14 illustrates the center return target trajectory when the ownvehicle C1 and the other vehicle C2 traveling on the target laneapproach (comes closer to) each other in the LCA first half state.

Next, a case will next be described in which the surrounding monitoringresult is “the approaching vehicle is present” (S19: No) in the LCAsecond half state. When the surrounding monitoring result starts toindicate that “the approaching vehicle is present”, the driving supportECU 10 advances the processing to Step S40 to execute an LCA approachwarning/alert control. FIG. 7 is a flowchart for illustrating the LCAapproach warning/alert control routine which more specifically shows theprocessing of Step S40.

When the surrounding monitoring result in the LCA first half state is“the approaching vehicle is not present”, no approaching vehicle isusually detected in the LCA second half state. However, as illustratedin FIG. 17, there are some cases to be considered when the LCA beingperformed. For example, a case may occur where the other vehicle C2 inthe target lane approaches the own vehicle C1 rapidly with anunexpectedly large relative speed from behind of the own vehicle C1.Further, for example, a case may occur where the other vehicle C3 entersthe target lane from a lane next to the target lane (a lane which is twolanes away from the original lane) and excessively approaches the ownvehicle C1. Further, a case may occur where an other vehicle which hasbeen in the blind spot range of the surrounding sensors 11 approachesthe own vehicle excessively.

Therefore, in the LCA approach warning control of Step S40, an alarm isgenerated to the driver and the movement of the own vehicle is changedin a short time in such a manner that the own vehicle does not move tothe center side in the width direction of the target lane, thereby theprocessing for assisting collision avoidance with the other vehicle isexecuted.

When the LCA approach warning control routine of Step S40 is started,the driving support ECU 10 sets the steering assist control state to theLCA approach warning control state at Step S41. When the steering assistcontrol state is set to the LCA approach warning control state, the LCAis terminated.

Subsequently, at Step S42, the driving support ECU 10 calculates a yawangle return target trajectory to return the yaw angle of the ownvehicle to the yaw angle (in the state) immediately before when the LCAwas started.

Here, the yaw angle return target trajectory will be described. The yawangle return target trajectory represents a target trajectory forchanging the yaw angle of the own vehicle to zero for/in as short a timeas possible as long as a traveling stability of the own vehicle islost/worsened. In other words, the yaw angle return target trajectoryrepresents a target trajectory for changing the lateral speed of the ownvehicle in the lane change direction to zero for/in as short a time aspossible as long as the traveling stability of the own vehicle islost/worsened. The yaw angle when the LCA is started is estimated to bea value close to zero, because the LTA is performed immediately beforethe LCA is started. In view of the above, the driving support ECU 10calculates the yaw angle return target trajectory which nullifies thetarget lateral speed vy* calculated from the LCA target trajectoryfunction (i.e., which makes the target lateral speed vy* zero) throughreturning the yaw angle which has been generated by the LCA to the yawangle (in the state) immediately before the start of the LCA.

The above described target trajectory during the LCA defines/representsthe target lateral position with respect to a time elapsed from thestart of the LCA, whereas, the yaw angle return target trajectorydefines/represents a target curvature with respect to a time elapsedfrom the time point at which the approaching vehicle has been detectedin the LCA second half state. The target control amount which is finallyoutput/transmitted to the EPS ECU 20 when the yaw angle return targettrajectory is used is set to a value obtained by multiplying a sum ofthe target curvature and the curvature (curvature of the lane) detectedby the camera sensor 12 by a control gain which is a coefficient forconverting an arbitrary curvature into a steering angle (which may bethe above-mentioned control gain K_(lca)1).

A method of returning the yaw angle to the yaw angle (state) immediatelybefore the start of the LCA is further described. The target controlamount in the LCA is expressed as (represented by) the target steeringangle θ_(lca)*. This target steering angle θ_(lca)* includes, as shownby the Expression (15), the feed-forward control term (K_(lca)1·Cu*)calculated from the target curvature Cu*.

The change in the target curvature corresponds to a change in thesteering angle, and can be grasped as a change in the yaw angle.Therefore, when the approaching vehicle is detected in the LCA secondhalf state, the driving support ECU 10 calculates an integral value ofthe target curvature Cu* in a period from the start of the LCA to a timepoint at which the approaching vehicle is detected to output/transmit tothe EPS ECU 20 a control amount which has a magnitude corresponding to amagnitude of the integral value of the target curvature Cu* and has areversed sign of the integral value of the target curvature Cu*, tothereby be able to return the yaw angle to the yaw angle (the state)immediately before the start of the LCA.

For example, as shown in FIG. 12, when the approaching vehicle has beendetected at a time t1, the integral value of the target curvature Cu*for a period from a time t0 at which the LCA starts to the time t1corresponds to an area of the portion colored in gray. Therefore, whenthe feed-forward control amount having a magnitude of a valuecorresponding to that area and having a reversed sign of that value(i.e., after the left-right direction is reversed) is transmitted as thecommand to the EPS ECU 20, the yaw angle can be returned to the yawangle (in the state) immediately before the start of the LCA at a timepoint when outputting the feed-forward control amount is completed. Thevalue obtained by reversing the sign (plus or minus) of the integralvalue of the target curvature Cu* in the period from the time t0 to thetime t1 is referred to as a “reversed sign integral value”. The integralvalue of the target curvature Cu* from the start of the LCA can be madeto become zero through adding the reversed sign integral value to theintegral value of the target curvature Cu* in the period from the timet0 to the time t1.

When the approaching vehicle (the other vehicle which is predicted toexcessively approach the own vehicle in the target lane) has beendetected in the LCA second half state, the part of the own vehicle ishigh likely to be within the target lane. Thus, when this happens, it isnecessary for the own vehicle to be moved urgently/quickly (i.e., anemergency situation is occurring). Therefore, the yaw angle should bereturned to zero for as short a time as possible so that (the travelingdirection of) the own vehicle is caused to become parallel to (aformation direction of) the lane. On the other hand, (the control systemin) the steering assist device has an upper limit value of the magnitudeof the lateral acceleration of the vehicle (lateral accelerationgenerated in the vehicle and different from the lateral acceleration inthe lane width direction) and an upper limit value of the magnitude of achange rate when changing the lateral acceleration (magnitude of achange amount in the lateral acceleration per unit time).

Therefore, as indicated by the thick solid line in FIG. 12, the drivingsupport ECU 10 calculates the target curvature Cu_(emergency)* after thetime t1. The target curvature Cu_(emergency)* is calculated using amaximum value (Cu_(max)) and a maximum change gradient (Cu′_(max)). Themaximum value (Cu_(max)) is set to a value corresponding to the upperlimit value of the magnitude of the lateral acceleration of the vehiclewhich is a maximum value among absolute values of the lateralacceleration of the vehicle that are allowed to be generated by thecontrol system of the steering assist device. Further, the maximumchange gradient (Cu′_(max)) represents a change gradient (rate) at which(the magnitude of) the target curvature Cu_(emergency)* is increasedtoward the maximum value Cu_(max) and a change gradient (rate) at which(the magnitude of) the target curvature Cu_(emergency)* is decreasedfrom the maximum value Cu_(max) toward zero. The maximum change gradient(Cu′_(max)) is set to a value corresponding to the upper limit value ofthe change rate of the lateral acceleration which is a maximum valueamong absolute values of the change rate of the lateral accelerationthat are allowed to be generated by the control system of the steeringassist device. For example, the maximum value Cu_(max) is set to a valuewhen the lateral acceleration of the vehicle is 0.2 G (G: gravitationalacceleration). The lateral acceleration YG generated in the vehicle canbe calculated as a value obtained by multiplying the square value (v²)of the vehicle speed by the curvature (Cu) (YG=v²·Cu). Thus, the maximumvalue Cu_(max) can be obtained based on this relational expression. Itshould be noted that the signs of the maximum value Cu_(max) and themaximum change gradient Cu′_(max) are determined based on the sign ofthe reversed sign integral value.

The driving support ECU 10 calculates, based on the magnitude of thereversed sign integral value, the maximum value Cu_(max) of the targetcurvature, and the maximum change gradient Cu′_(max) of the targetcurvature, the target curvature Cu_(emergency)* with respect to theelapsed time t from the time point (time t1 in FIG. 12) at which theapproaching vehicle is detected. Hereinafter, the target curvatureCu_(emergency)* with respect to the elapsed time t is expressed as a“target curvature function Cu_(emergency)*(t)”. The target curvaturefunction Cu_(emergency)*(t) determines/defines the target trajectory ofthe own vehicle. Therefore, this target curvature functionCu_(emergency)*(t) corresponds to the yaw angle return targettrajectory.

The reversed sign integral value may be calculated by integrating (amagnitude of) the value of the target curvature Cu* and reversing thesign of the obtained integral value every time the target curvature Cu*is calculated while the LCA is being performed. However, in thisembodiment, the reversed sign integral value is calculated as follows.

The target curvature Cu* while the LCA is being performed can beexpressed according to Expression (19) using the target lateralacceleration ay* and the vehicle speed v.

Cu*=ay*/v ²  (19)

Therefore, the value obtained by integrating this target curvature Cu*from the time t0 (elapsed time t=0) to the time t1 (elapsed time t=t1)can be expressed as Expression (20) using the vehicle speed v and thetarget lateral speed vy*. The Expression (20) is based on the assumptionthat the vehicle speed v can be assumed to be unchanged while the LCA isbeing performed.

$\begin{matrix}\begin{matrix}{{\int_{0}^{t\; 1}{{{Cu}^{*}(t)}{dt}}} = \left\lbrack \frac{{vy}^{*}(t)}{v^{2}} \right\rbrack_{0}^{t\; 1}} \\{= \frac{{vy}^{*}\left( {t\; 1} \right)}{v^{2}}}\end{matrix} & (20)\end{matrix}$

The reversed sign integral value is obtained by reversing the sign ofthe integral value calculated according to the Expression (20). Asdescribed above, the target curvature Cu_(emergency)* with respect to(for) the elapsed time t after the time point when the approachingvehicle was detected can be calculated, based on the magnitude of thethus calculated reversed sign integral value, the maximum value Cu_(max)of the target curvature, and the maximum change gradient Cu′_(max) ofthe target curvature. In this manner, under the limitation of themaximum value Cu_(max) and the maximum change gradient Cu′_(max), thedriving support ECU 10 calculates the target curvature Cu_(emergency)*which returns the integrated value of the target curvature Cu* from thestart of the LCA to zero in the shortest time (as early as possible).For example, the target curvature Cu_(emergency)* is varied at themagnitude of the maximum change gradient Cu′_(max) to a value having amagnitude of the maximum value Cu_(max) from the value at the time pointt1, is kept at the value having the magnitude of the maximum valueCu_(max) for a certain time, and the is varied from the value having themagnitude of the maximum value Cu_(max) to zero at the time point t2 insuch a manner that an area of a trapezoid formed by the thick solid lineand the abscissa axis shown in FIG. 12.

The method for the calculation of the yaw angle return target trajectory(the target curvature function Cu_(emergency)*(t)) has been describedabove.

At Step S42, simultaneously with the calculation of the yaw angle returntarget trajectory, the driving support ECU 10 gives an alarm to thedrive in order to notify that the LCA has been terminated halfway (inthe middle of the LCA) and the approaching vehicle has been detected.For example, the driving support ECU 10 drives the buzzer 13 to generatean alarm sound (for example, a sound “beeps”) and transmits an LCAapproach warning command to the meter ECU 30. This alarm sound isgenerated in a mode with the highest attention arousing level.

The meter ECU 30 receives the LCA approach warning command to displaythe LCA approach warning screen 31 d on the display unit 31, asillustrated in FIG. 13. In the LCA approach warning screen 31 d, the LCAtrajectory Z (refer to FIG. 8) is erased, which has been displayed untilthe meter ECU 30 receives the LCA approach warning command, and awarning image GA is displayed in a blinking manner in parallel to thewhite line display GWL beside the white line display GWL on the lanechange direction side (right side in this example). Sounding the buzzer13 and the LCA approach warning screen 31 d displayed on the displayunit 31 enable the driver to recognize that the LCA has been terminatedhalfway and the other vehicle is excessively approaching the own vehiclein the target lane.

Subsequently, at Step S43 of the routine shown in FIG. 7, the drivingsupport ECU 10 performs the steering control based on the targetcurvature function Cu_(emergency)*(t) calculated at the previous StepS42. In this case, the driving support ECU clock timer t (clear theclock timer t to zero and starts the clock timer) to calculate thetarget curvature Cu_(emergency)* at the current time based on theelapsed time t from the time point at which the approaching vehicle wasdetected in the LCA second half state and the target curvature functionCu_(emergency)*(t). The driving support ECU 10 calculates the targetsteering angle θ_(emergency)* at the current time point based on thetarget curvature Cu_(emergency)* at the current time point and thecurvature Cu detected by the camera sensor 12 at the current time point.As shown in the following Expression (21), the target steering angleθ_(emergency)* is calculated by multiplying a sum of the targetcurvature Cu_(emergency)* at the current time point and the curvature Cudetected by the camera sensor 12 at the current time point by thecontrol gain Klca1.

θ_(emergency)*=Klca1·(CU _(emergency) *+Cu)  (21)

The driving support ECU 10 transmits a steering command representing thetarget steering angle θ_(emergency)* to the EPS ECU 20 every time thetarget steering angle θ_(emergency)* is calculated. When the EPS ECU 20receives the steering command, the EPS ECU 20 drives the steering motor22 so that the steering angle follows the target steering angleθ_(emergency)*. In this embodiment, the driving support ECU 10calculates the target steering angle θ_(emergency)* as the targetcontrol amount, but the driving support ECU 10 may calculate a targettorque for obtaining the target steering angle θ_(emergency)*, andtransmit a steering command representing that target torque to the EPSECU 20.

Hereinafter, the steering control using the target steering angleθ_(emergency)* is referred to as a “yaw angle return control”. Owing tothe yaw angle return control, the steering angle is controlled basedonly on a feedforward control term which is obtained using the sum ofthe target curvature Cu_(emergency)* and the curvature Cu detected bythe camera sensor 12. In other words, feedback control using the yawangle θy detected by the camera sensor 12 is not performed.

The driving support ECU 10 may store the values of the feedback controlamounts (the second to fifth terms on the right-hand side of theExpression (15)) calculated at a time point immediately before the timepoint (time t1) at which the approaching vehicle was detected, and mayadd those stored values (fixed values) to the right-hand side of theExpression (21) as a part of the feed-forward control amounts whenperforming the yaw angle return control.

Next, at Step S44, the driving support ECU 10 determines whether or notthe yaw angle return control has been completed. The yaw angle returncontrol is completed at a time point (time t2 in FIG. 12) at which thetarget curvature Cu_(emergency)* becomes zero. When the yaw angle returncontrol has not been completed, the driving support ECU 10 returns theprocessing to Step S43 to execute the same processing. Such processesare repeated every time a predetermined calculation period elapses sothat the yaw angle is rapidly decreased (at a high rate).

The magnitude of the yaw angle also changes while the own vehicle isbeing returned to the center position in the original lane by the LCAcancellation control. While the yaw angle return control is beingperformed, the magnitude of the yaw angle decreases at a rate (that is,the emergency rate) higher than the change rate while the LCAcancellation control is being performed (refer to the maximum valueCu_(max) of the target curvature and the maximum change gradientCu′_(max) as described above).

When the yaw angle return control has been completed (S44: Yes), thedriving support ECU 10 advances the processing to Step S45. The yawangle has been decreased to almost zero by this time point. That is, thelateral speed of the own vehicle is almost zero at this time point.Therefore, the own vehicle is prevented from moving to the center linein the width direction of the target lane. In this manner, it ispossible to avoid the collision with the approaching vehicle. Thefunctional unit of the driving support ECU 10 that executes the yawangle return control (S42 to S44) corresponds to a collision avoidanceassist control means of the present invention.

In Step S45, the driving support ECU 10 determines whether or not thereis a space for safely returning the own vehicle to the original lanebased on the surrounding information obtained by the surrounding sensors11. For example, the driving support ECU 10 determines whether or notyet further another vehicle is present in the original lane based on thesurrounding information, when the other vehicle is present, the drivingsupport ECU 10 calculates the collision time TTC between the own vehicleand the other vehicle to determine whether or not the other vehiclewhich approaches the own vehicle abnormally is present. In this case,the return threshold TTC3 is used as the determination threshold. Thatis, when the collision time TTC of the other vehicle traveling in theoriginal lane is equal to or more than the return threshold TTC3, thedriving support ECU 10 determines that the surrounding monitoring resultis “the approaching vehicle is not present”, when the collision time TTCis less than the return threshold TTC3, the driving support ECU 10determines that the surrounding monitoring result is “the approachingvehicle is present”. The return threshold TTC3 is set to a valueapproximately equal to the first half threshold TTC1 (accordingly,larger than the second half threshold TTC2).

When the surrounding monitoring result is “the approaching vehicle isnot present”, the driving support ECU 10 advances the processing to StepS46, when the surrounding monitoring result is “the approaching vehicleis present”, the driving support ECU 10 advances the processing to StepS47.

First, a case where the surrounding monitoring result of the originallane is “the approaching vehicle is not present” will be described.

At Step S46, the driving support ECU 10 calculates a target trajectoryfor moving the own vehicle from the current position (the position ofthe own vehicle at the time point at which the yaw angle return controlis completed) to the center position of the original lane. Hereinafter,this target trajectory is referred to as an “original lane return targettrajectory”. For this original lane return target trajectory, thefunction y(t) shown in the Expression (2) is also used. The functionrepresenting the original lane return target trajectory is called an“original lane return target trajectory function y(t)”. In order tofinalize/determine the original lane return target trajectory functiony(t), the original lane return target trajectory calculation parametersare set as follows to determine the coefficients c0, c1, c2, c3, c4, andc5 of the function y(t) shown in the Expression (2). The original lanereturn target trajectory calculation parameters are the following sevenparameters (P21 to P27).

P21: a lateral position of the own vehicle at the current time point (atime point at which the yaw angle return control is completed).

P22: a lateral speed of the own vehicle at the current time point (atime point at which the yaw angle return control is completed).

P23: a lateral acceleration of the own vehicle at the current time point(a time point at which the yaw angle return control is completed).

P24: a target lateral position which is a target value of a lateralposition to which the own vehicle is to be (finally) moved (in thisexample, the target lateral position is the center position of theoriginal lane, and hereinafter, is referred to as an “original lanereturn completion target lateral position”).

P25: a target lateral speed of the own vehicle (referred to as an“original lane return completion target lateral speed”) when the ownvehicle reaches the original lane return completion target lateralposition.

P26: a target lateral acceleration of the own vehicle (referred to as an“original lane return completion target lateral acceleration”) when theown vehicle reaches the original lane return completion target lateralposition.

P27: a target time (referred to as an “original lane return targettime”) which is a target value of the time required to move the ownvehicle from the current position to the original lane return completiontarget lateral position.

Here, the lateral position of the own vehicle at the current time point(at the time when the yaw angle return control is completed) isexpressed as y_(return), the lateral speed of the own vehicle at thecurrent time point is expressed as vy_(return), the lateral accelerationat the current time point is expressed as ay_(return), the time at whichthe yaw angle return control is completed is se to 0 (t=0), and theoriginal lane return target time is expressed as t_(return). Theoriginal lane return target trajectory calculation parameters are set asfollows: y(0)=y_(return), y′(0)=vy_(return), y″(0)=ay_(return), y(t_(return))=W (sign is set according to the lane change direction),y′(t_(return))=0, and y″(t_(return))=0.

The lateral position y_(return), the lateral speed vy_(return), and thelateral acceleration ay_(return) are calculated/determined in the samemanner as the method for obtaining the initial lateral state amountdescribed above based on values detected at the current time point. Thatis, the lateral position y_(return) is the lateral deviation Dy at thecurrent time point. The lateral speed vy_(return) is obtained from thevehicle speed at the current time point and the yaw angle θy at thecurrent time point (vy_(return)=v·sin(θy)). The lateral accelerationay_(return) is a value (v·γ) obtained by multiplying the yaw rate y atthe current time point by the vehicle speed v at the current time point.Further, y (t_(return)) is the original lane return completion targetlateral position, and is set to the center position of the originallane. In this case, when the camera sensor 12 is outputting the laneinformation of the original lane at the time point at which the yawangle return control is completed, y(t_(return)) is zero(y(t_(return))=0). y′(t_(return)) represents the original lane returncompletion target lateral speed, and y″(t_(return)) represents theoriginal lane return completion target lateral acceleration, both ofwhich are set to zero.

Further, the return original lane target time t_(return) is calculatedusing a target time setting constant A_(return) according to Expression(22) below. The target time setting constant A_(return) is set to avalue approximately equal to the target time setting constant A usedwhen the target lane changing time t_(len) is calculated at the LCAstart time point.

t _(return) =D _(return) ·A _(return)  (22)

In the Expression (22), D_(return) is a required distance which is adistance for which the own vehicle is required to be moved in thelateral direction from the lateral position of the vehicle when the yawangle return control is completed to the original lane return completiontarget lateral position (the center position of the original lane). Thecollision with the other vehicle has already been avoided by the timepoint at which the yaw angle return control is completed. Therefore, thespeed at which the position of the own vehicle is laterally moved may beable to be the same speed as the speed in the LCA. Therefore, the targettime setting constant A_(return) is set to a value approximately equalto the target time setting constant A used when the LCA is performed.

Based on the set values of the original lane return target trajectorycalculation parameters, the driving support ECU 10 calculates the valuesof the coefficients c0, c1, c2, c3, c4, and c5 of the function y(t)shown in the Expression (2), in the same manner as Step S14. Thereafter,the driving support ECU 10 finalizes/fixes the original lane returntarget trajectory function y (t) through substituting the values of thecalculated coefficients c0, c1, c2, c3, c4 and c5 into the Expression(2).

The driving support ECU 10 finalizes/fixes the original lane returntarget trajectory function at Step S46 to advance the processing to StepS48. At Step S48, the driving support ECU 10 performs the steeringcontrol based on the original lane return target trajectory functioncalculated at the previous Step S46. In this case, the driving supportECU 10 resets the clock timer t (i.e., clears the clock timer t to 0,and thereafter, activates/starts the clock timer) to calculate thetarget lateral movement state amount (y*, vy*, ay*) and the target yawstate amount (θy*, γ*, Cu*), in the same manner as Step S15, based onthe elapsed time t from the time point at which the the yaw angle returncontrol is completed and the original lane return target trajectoryfunction y (t), to thereby calculate the final target steering angleθ_(return)*. For example, the target steering angle θ_(return)* can becalculated by replacing the left-hand side of the Expression (15) withthe target steering angle θ_(return)*.

After the target control amount (the target steering angle θ_(return)*)is calculated, the driving support ECU 10 transmits the steering commandrepresenting the target control amount to the EPS ECU 20. In thisembodiment, the driving support ECU 10 calculates the target steeringangle θ_(return)* as the target control amount, but the driving supportECU 10 may calculate a target torque for obtaining the target steeringangle θ_(return)*, and transmit a steering command representing thattarget torque to the EPS ECU 20.

Subsequently, at Step S49, the driving support ECU 10 determines whetheror not the termination condition of the LCA approach warning controlstate is established. In this case, when it is detected by the steeringcontrol in Step S48 that the lateral position of the own vehicle hasreached the original lane return completion target lateral position (thecenter position of the original lane), the driving support ECU 10determines that the termination condition of the LCA approach warningcontrol state becomes established. Alternatively, when the drivingsupport ECU 10 has detected that the LCA approach warning control statehas continued for a predetermined time set in advance, the drivingsupport ECU 10 may determine that the termination condition of the LCAapproach warning control state becomes established.

When the driving support ECU 10 determines that the terminationcondition of the LCA approach warning control state has not beenestablished (S49; No), the driving support ECU 10 returns the processingto Step S48. Therefore, the steering control at Step S48 continues beingperformed until the termination condition of the LCA approach warningcontrol state becomes established. As a result, the own vehicle travelstoward the center position of the original lane.

When the termination condition of the LCA approach warning control stateis established while the processes described above are repeated, thedriving support ECU 10 terminates the LCA approach warning controlroutine. In this case, the main routine (the steering assist controlroutine) is also terminated. The functional unit of the driving supportECU 10 which executes the processes of Step S46, Step S48 and Step S49corresponds to the original lane return assist control unit of thepresent invention. The control process to have the own vehicle return tothe original lane through the Steps S46, S48, and S49 is called an“original lane return control”. The original lane return assist controlcorresponds to the original lane return assist control in the presentinvention. When the original lane return control is terminated, thedriving support ECU 10 may advance the processing to Step S21 in themain routine to set the steering assist control state to the LTA ONstate.

FIG. 15 shows the original lane return target trajectory when the ownvehicle C1 and the other vehicle C3 approach each other in the LCAsecond half state.

Next, a case where the surrounding monitoring result of the originallane indicates that “the approaching vehicle is present” (S 45: No) willbe described.

In this case, the driving support ECU 10 advances the processing to StepS47. At Step S47, the driving support ECU 10 calculates the targettrajectory to maintain the lateral speed of the own vehicle at zero.This target trajectory is called a “lateral speed zero targettrajectory”. The target lateral position of the own vehicle to maintainthe lateral speed at zero may be an actual lateral position at thecurrent time point (the time when the yaw angle return control iscompleted), however, in this embodiment, is set to the lateral positionof the own vehicle at the time point when the surrounding monitoringresult has indicated that “the approaching vehicle is present”. That is,the target lateral position of the own vehicle to maintain the lateralspeed at zero is set to the lateral position of the own vehicle at thetime point at which the steering assist control state is set to the LCAapproach warning control state. This can exclude the influence of theovershoot due to the movement of the own vehicle in the lane changedirection caused by the control response delay while the yaw anglereturn control has been performed. Therefore, the target lateralposition of the own vehicle is set to a position obtained throughreturning/shifting the “lateral position at the time point when the yawangle return control is completed” by the “amount of the overshoot” inthe opposite lane change direction.

For this lateral speed zero target trajectory, the function y(t) shownin the Expression (2) is also used. The function representing thelateral speed zero target trajectory is called a “lateral speed zerotarget trajectory function y(t)”. In order to determine the coefficientsc0, c1, c2, c3, c4, and c5 of the function y(t) shown in the Expression(2) which finalize/fix the lateral speed zero target trajectory functiony(t), the lateral speed zero target trajectory calculation parametersare set as follows. The lateral speed zero target trajectory calculationparameters are the following seven parameters (P31 to P37).

P31: a target lateral position (called a “zero keeping start targetlateral position”) of the own vehicle at the current time point (at thetime point when the yaw angle return control is completed).

P32: a target lateral speed (called a “zero keeping start target lateralspeed”) of the own vehicle at the current time point (at the time whenthe yaw angle return control is completed).

P33: a target lateral acceleration (called a “zero keeping start targetlateral acceleration”) of the own vehicle at the current time point (atthe time when the yaw angle return control is completed).

P34: a target lateral position (called a “zero keeping completion targetposition”) which is a target value of a final lateral position formoving the own vehicle.

P35: a target lateral speed of the own vehicle (called a “zero keepingcompletion target lateral speed”) when the own vehicle is moved to thezero keeping completion target position.

P36: a target lateral acceleration of the own vehicle (called a “zerokeeping completion target lateral acceleration”) when the own vehicle ismoved to the zero keeping completion target position.

P37: a target time (called a “zero keeping target time”) for moving theown vehicle from the zero keeping start target lateral position to thezero keeping completion target position.

Here, the lateral position (detected value) of the own vehicle at thetime point when the steering assist control state is set to the LCAapproaching warning control state is expressed as y_(alert), the time(the current time) at which the yaw angle return control is completed isset to zero (t=0), the zero keeping target time is expressed ast_(zero). Hereinafter, y_(alert) is called an “approach detectionlateral position”.

Both the zero keeping start target lateral position and the zero keepingcompletion target position are set to the approach detection lateralposition y_(alert). Further, the zero keeping start target lateralspeed, the zero keeping start target lateral acceleration, the zerokeeping completion target lateral speed, and the zero keeping completiontarget lateral acceleration are all set to zero. Therefore, the lateralspeed zero target trajectory calculation parameters are set as follows:y (0) alert, y′ (0)=0, y″ (0)=0, y (t_(zero))=y_(alert), y′(t_(zero))=0,and y″(t_(zero))=0.

The driving support ECU 10 calculates the values of the coefficients c0,c1, c2, c3, c4, and c5 of the function y(t) shown in the Expression (2),in the same manner as Step S14, based on set values of the lateral speedzero target trajectory calculation parameters. Then, the driving supportECU 10 finalizes/fixes the lateral speed zero target trajectory functiony(t) through substituting the values of the calculated coefficients c0,c1, c2, c3, c4 and c5 into the Expression (2). In this case, the lateralspeed zero target trajectory function y(t) is as follows: y(t)=y_(alert)(constant value).

For example, the zero keeping target time t_(zero) is set to fiveseconds. Therefore, the lateral speed zero target trajectory functiony(t) becomes a function which maintains the target lateral position aty_(alert) for 5 seconds.

At Step S47, the driving support ECU 10 finalizes the lateral speed zerotarget trajectory function y(t) to advance the processing to Step S48.At Step S48, the driving support ECU 10 performs the steering controlbased on the lateral speed zero target trajectory function calculated atthe previous Step S47. In this case, the driving support ECU 10 resetsclock timer t (clear the clock timer t to zero to start the clocktimer), and calculates the target lateral movement state amount(y*,vy*,ay*) and the target yaw state amount (θy*, γ*, Cu*), in the samemanner as Step S15, based on the elapsed time t after the yaw anglereturn control is completed and the lateral speed zero target trajectoryfunction y(t) to calculate the final target steering angle θ_(zero)*.The target steering angle θ_(zero)* can be calculated, for example,through replacing the left-hand side of the Equation (15) withe_(zero)*.

When and after the driving support ECU 10 calculates the target controlamount (the target steering angle θ_(zero)*), the driving support ECU 10transmits the steering command representing the target control amount tothe EPS ECU 20. In this embodiment, the driving support ECU 10calculates the target steering angle θ_(zero)* as the target controlamount, but the driving support ECU 10 may calculate a target torque forachieving/obtaining the target steering angle θ_(zero)*, and transmit asteering command representing that target torque to the EPS ECU 20.

Subsequently, at Step S49, the driving support ECU 10 determines whetheror not the termination condition of the LCA approach warning controlstate is established. In this case, the driving support ECU 10determines whether or not a duration time of steering control performedat Step S48 reaches the zero keeping target time t_(zero).Alternatively, the driving support ECU 10 may determine that thetermination condition of the LCA approach warning control state becomesestablished, when it determines that the excessive approach statebetween the own vehicle and the other vehicle has disappeared, based onthe surrounding information. As yet another example, the driving supportECU 10 may determine that the termination condition of the LCA approachwarning control state becomes established, when the steering operationperformed by the driver is detected (for example, when the steeringtorque detected by the steering torque sensor becomes larger than asteering operation determination threshold).

When the driving support ECU 10 determines that the terminationcondition of the LCA approach warning control state has not beenestablished (S49: No), the driving support ECU 10 returns the processingto Step S48. Therefore, the steering control at Step S48 is performeduntil the termination condition of the LCA approach warning controlstate becomes established. As a result, the own vehicle travels alongthe lateral speed zero target trajectory. Therefore, the yaw angle ofthe own vehicle is maintained at zero, and the direction of the ownvehicle (the longitudinal axis) is parallel to the formation directionof the lane. That is, it is possible to keep a state in which the ownvehicle is traveling parallelly to the lane.

Accordingly, it is possible to ensure a time in which the steering wheeloperation is handed over to the driver while assisting (the steeringwheel operation) for avoiding the collision between the own vehicle andthe other vehicle. The driver is aware of the necessity of performing asteering wheel operation owing to the approach alarm. Therefore, whilethe own vehicle is traveling parallelly to the lane, the driver cangrasp the situation regarding other vehicles around the own vehicle tostart the steering wheel operation.

Here, the reason for setting the target lateral position (which isconstant) in the lateral speed zero target trajectory to the approachdetection lateral position y_(alert) is now described. When theapproaching vehicle is detected in the LCA second half state, the yawangle return control is performed. However, even if the yaw angle returncontrol is performed, the own vehicle may travel/move in the lane changedirection to some extent due to the response delay of the control.Therefore, when the lateral speed zero target trajectory is calculated,the lateral position of the own vehicle at the time point when thesurrounding monitoring result at Step S19 indicates that “theapproaching vehicle is present” is set as the target lateral position.That is, the lateral position of the own vehicle at the time point whenthe steering assist control state is set to the LCA approaching warningcontrol state is set as the target lateral position for finalizing thelateral speed zero target trajectory.

Accordingly, when and after the steering control is started at Step S48,the own vehicle firstly returns to the approach detection lateralposition y_(alert), and thereafter, travels parallelly to the laneformation direction so as to maintain the lateral position at theapproach detection lateral position y_(alert). This can further improvesafety.

When the termination condition of the LCA approach warning control statebecomes established while the processes described above are repeated,the driving support ECU 10 terminates the LCA approach warning controlroutine. In this case, the main routine (the steering assist controlroutine) is also terminated. The functional unit of the driving supportECU 10 which performs the processes of Steps S47, S48, and S49corresponds to the lateral speed zero control unit of the presentinvention. Hereinafter, the control process for maintain the lateralposition of the own vehicle at zero through the Steps S47, S48, and S49is called a “lateral speed zero control”.

FIG. 16 shows the lateral speed zero target trajectory when the ownvehicle C1 and the other vehicle C3 approach each other in the LCAsecond half state.

According to the steering assist device according to the embodimentdescribed above, the surrounding monitoring is continued even after theLCA is started while the surrounding monitoring is performed. Further,when the approaching vehicle is detected after the LCA is started, theLCA is terminated in the middle of the LCA (halfway), the mode of thesteering assist control thereafter is selected/determined depending onthe progress status of the lane change at that time. When theapproaching vehicle is detected in the first half (state) of the lanechange (LCA), the steering operation is assisted so as to return the ownvehicle to the center position in the lane width direction of theoriginal lane. As a result, the own vehicle is returned to anappropriate position while ensuring a state of the own vehicle.Consequently, convenience can be improved.

Further, when the approaching vehicle is detected in the second half(state) of the lane change (LAC), the approach warning/alert is given tothe driver and the steering angle is controlled in such a manner thatthe yaw angle of the own vehicle is quickly returned to the yaw angle(in the state) immediately before the LCA was started. Note that the yawangle is controlled to be decreased to nearly zero owing to the LTAbefore the LCA is started. Moreover, in the yaw angle return control,the steering angle is controlled only through the feedforward controlusing the target steering angle θ_(emergency)* calculated based on theintegral value of the target curvature Cu*.

The yaw angle return control needs to be completed in as short a time aspossible. For example, when the steering angle is quickly changed usingthe detection value of the camera sensor 12 and when there is an errorin the detection value of the camera sensor 12, the error in thedetection causes the steering angle to rapidly change in the wrongdirection. This may cause the the driver to feel a sense of discomfort.Further, when the feedback control for changing the steering angle isperformed using the yaw angle θy detected by the camera sensor 12, acontrol delay is inevitable because a target control amount is set afterdetecting a change in a behavior of the vehicle. Therefore, in thepresent embodiment, the feedforward control based on the integral valueof the target curvature Cu* is adopted to return the the yaw angle tothe yaw angle (in the state) immediately before the start of the LCA sothat yaw angle can be quickly decreased to zero. As a result, thelateral speed of the own vehicle can be reduced in a short time.Therefore, it is possible to quickly prevent the own vehicle from movingto the center side in the width direction of the target lane. As aresult, it is possible to avoid/prevent the collision with theapproaching vehicle through the steering assist control (so as to reducethe possibility of the collision). It should be noted that the feedforward control amount includes the component (Klca1·Cu) regarding thecurvature Cu representing the curve shape of the road. However, thiscomponent is for having the own vehicle to travel along the shape of theroad, and the change in the component is quite gentle/small (i.e.,changes slowly) Thus, this component does not adversely affect the yawangle return control.

Further, when the yaw angle control is completed and when there is a“space in the original lane” to which the own vehicle can safely return,the original lane return control is performed. That is, in this case,the original lane return target trajectory for returning the own vehicleto the center position of the original lane is calculated, and thesteering angle is controlled in such a manner that the own vehicle movesalong the original lane return target trajectory. Therefore, the ownvehicle can be returned to a position which is more safe and moreappropriate for the driver.

In contrast, when the own vehicle cannot be safely returned to theoriginal lane, the lateral speed zero control is performed. As a result,the lateral position of the own vehicle is maintained at the approachdetection lateral position. This can ensure the time in which thesteering wheel operation is handed over to the driver while assisting(the steering wheel operation) for avoiding the collision between theown vehicle and the other vehicle. Therefore, the driver can move theown vehicle to an appropriate position by his/her own steering wheeloperation from the situation where the own vehicle is travelingparallelly to the lane.

Further, the (final) target lateral position for the lateral speed zerotrajectory is set to the lateral position (actual lateral position) ofthe own vehicle at the time point when the surrounding monitoring resultindicates that “the approaching vehicle is present” in the LCA secondstate. Accordingly, even if the response delay in performing the yawangle return control occurs, the own vehicle can be maintained at anappropriate lateral position.

Further, the lateral speed zero control is started when the yaw angledecreases to zero through the yaw angle return control. Therefore,switching from the yaw angle return control to the lateral speed zerocontrol can be performed smoothly.

As described above, according to the present embodiment, safety can beimproved even when the approaching vehicle is detected in the secondhalf of the lane change (assist control).

Further, as for the first half state threshold TTC1 and the second halfstate threshold TTC2, each being the threshold of the collision time TTCused for determining the presence or absence of the approaching vehicle,the second half state threshold TTC2 is set to a value smaller than avalue of the first half state threshold TTC1. For this reason, when theother vehicle which is likely to excessively approach the own vehicle isdetected in the LCA first half state, the LCA can be terminated in goodtime well in advance while the safety is ensured. In contrast, in theLCA second half state, an emergency operation assist for avoiding thecollision can be prevented from being performed more than necessary.Therefore, it is possible to prevent the LCA from being stopped in themiddle of the LCA (halfway) more than necessary, and thus, it ispossible to improve convenience.

Further, the target lateral speed of the own vehicle as well as thetarget lateral acceleration of the own vehicle are set to zero, when notonly the LCA is terminated but also when each of the LCA cancellationcontrol state and the original lane return control is completed.Accordingly, it is possible to have the own vehicle travel stably alongthe lane center line CL, thereafter.

Modified Example 1

In the present embodiment described above, the yaw angle return controlis the control to return the yaw angle to the yaw angle in the stateimmediately before the LCA is started using the reversed sign integralvalue. However, the yaw angle return control does not necessarily haveto use the reversed sign integral value. For example, at Step S42 of theroutine shown in FIG. 7, the driving support ECU 10 may calculate thetarget steering angle to decrease (the absolute value of) the yaw angleusing a maximum steering angle allowed to be used in the steering assistdevice. In this case, the driving support ECU 10, as in the aboveembodiment, may calculate/determine the target steering angle based onthe maximum value Cu′_(max) of the target curvature and the maximumchange gradient Cu′_(max) of the target curvature. At Step S43, thedriving support ECU 10 transmits a steering command representing thistarget steering angle to the EPS·ECU 20.

Thereafter, at Step S44, the driving support ECU 10 may determinewhether or not the yaw angle θy detected by the camera sensor 12 hasbecome zero or whether or not the sign (positive or negative) of the yawangle θy has been reversed. When the yaw angle θy detected by the camerasensor 12 has become zero or the sign of the yaw angle θy has beenreversed, the driving support ECU 10 may determine that the yaw anglereturn has been completed (S44: Yes). This modified example 1 ispreferably applied/adopted when the own vehicle has the camera sensor 12with high-accuracy/precision.

Modified Example 2

In the LCA approach warning control routine (S40) of the presentembodiment described above, when the steering assist control state isset to the LCA approach warning control state, the yaw angle returncontrol is firstly performed, and thereafter, the assist control (theoriginal lane return control or the lateral speed zero control)according to the surrounding monitoring result is secondly performed. Incontrast, in this modified example 2, when the steering assist controlstate is set to the LCA approach warning control state, the drivingsupport ECU 10 starts the original lane return control for returning theown vehicle to the center position of the original lane, and monitorsthe surrounding information on the original lane while performing theoriginal lane return control. When the surrounding monitoring result onthe original lane indicates that “the approaching vehicle is present”,the lateral speed zero control is started to be performed in place ofthe original lane return control.

FIG. 18 shows an LCA approach warning control routine (S50) executed bythe driving support ECU 10 according to the modified example, in placeof the LCA approach warning control routine (S40) of the presentembodiment described above. At Step S51, the driving support ECU 10 setsthe steering assist control state to the LCA approach warning controlstate. When the steering assist control state is set to the LCA approachwarning control state, the LCA is terminated.

Subsequently, at Step S52, the driving support ECU 10 finalizes theoriginal lane return target trajectory through calculation and generatesthe warning/alert to the driver. The warning/alert to the driver isgenerated through the same process as the process of Step S42 of theembodiment described above. In calculating/finalizing the original lanereturn target trajectory, seven original lane return target trajectoryparameters (P21 to P27) are set to be used, similarly to Step S46 of theembodiment described above. The parameters P21, P22 and P23 arerespectively set to the lateral position (P21) of the own vehicle, thelateral speed (P22) of the own vehicle, and the lateral acceleration(P23) of the own vehicle, all of which being values obtained when thesteering assist control state is set to the LCA approach warning controlstate. Further, the other parameters P 24 to P 27 are set in the samemanner as the embodiment described above.

Here, the lateral position of the own vehicle at the current time point(the time point at which the steering assist control state is set to theLCA approach warning control state) is expressed as y_(return), thelateral speed of the own vehicle at the current time point is expressedas vy_(return), the lateral acceleration of the own vehicle at thecurrent time point is r expressed as ay_(return), the time point atwhich the steering assist control state is set to the LCA approachwarning control state is se to 0 (t=0), and the original lane returntarget time is expressed as t_(return). The original lane return targettrajectory calculation parameters are set as follows: y(0)=y_(return),y′(0)=vy_(return), y″(0)=ay_(return), y (t_(return))=W (sign is setaccording to the lane change direction), y′(t_(return))=0,y″(t_(return))=0.

The lateral position y_(return), the lateral speed vy_(return), and thelateral acceleration ay_(return) are calculated/determined in the samemanner as the method for obtaining the initial lateral state amountdescribed above based on values detected at the current time point.Further, y (t_(return)) is the original lane return completion targetlateral position, and is set at the center position of the originallane. In this case, when the camera sensor 12 is outputting the laneinformation of the original lane at the time point when the steeringassist control state is set to the LCA approach warning control state, y(t_(return)) is zero (y (t_(return))=0). y′(t_(return)) represents theoriginal lane return completion target lateral speed, and y″(t_(return))represents the original lane return completion target lateralacceleration, both of which are set to zero.

The original lane return target time of the parameter P27 needs to beset to a t_(return) short time a short time for avoiding the emergencycollision. Therefore, the original lane return target time t_(return) iscalculated according to the above Expression (22) using the target timesetting constant A_(return) set for avoiding the emergency collision.Thus, the target time setting constant A_(return) is set to a valuesmaller than the target time setting constant A_(cancel) used in the LCAcancellation control. Further, D_(return) in the Expression (22) is adistance required to move in the lateral direction the own vehicle fromthe lateral position of the own vehicle at the time point when thesteering assist control state is set to the LCA approach warning controlstate to the original lane return completion target lateral position(the center position of the original lane).

The driving support ECU 10 finalizes/fixes the original lane returntarget trajectory function y(t), in the same manner as Step S14, basedon the set values of the original lane return target trajectorycalculation parameters. At Step S52, the driving support ECU 10calculates the original lane return target trajectory function toadvance the processing to Step S53.

At Step S53, the driving support ECU 10 performs the steering controlbased on the target trajectory function which is fixed at the currenttime point. The steering control is performed in the same manner as StepS48 of the embodiment described above. In this case, the original lanereturn control is started.

Subsequently, at Step S54, the driving support ECU 10 determines whetheror not there is the space for safely returning the own vehicle to theoriginal lane (i.e., the “space in the original lane” to which the ownvehicle can be safely returned), based on the surrounding informationobtained by the surrounding sensors 11. This determination process isexecuted in the same manner as Step S45 of the embodiment describedabove.

When the surrounding monitoring result on the original lane indicatesthat “the approaching vehicle is not present”, the driving support ECU10 advances the processing to Step S55. In contrast, when thesurrounding monitoring result on the original lane indicates that “theapproaching vehicle is present”, the driving support ECU 10 advances theprocessing to Step S56.

When the surrounding monitoring result on the original lane indicatesthat “the approaching vehicle is not present”, the driving support ECU10 determines whether or not the original lane return control is beingperformed at Step S55. In this case, when the determination at Step S55is made for the first time, a “Yes” determination is made, so that thedriving support ECU 10 advances the processing to Step S57. At Step S57,the driving support ECU 10 determines whether or not the terminationcondition of the LCA approach warning control state is established. Thedetermination processing in Step S57 is the same as the determinationprocessing in Step S49 of the embodiment described above.

When the driving support ECU 10 determines that the terminationcondition of the LCA approach warning control state is not established(S57: No), the driving support ECU 10 returns the processing to StepS53. Therefore, in this case, the original lane return control iscontinued.

When the surrounding monitoring result of the original lane indicatesthat “the approaching vehicle is present” while the original lane returncontrol is being performed at Step S54, the driving support ECU 10advances the processing to Step S56. At Step S56, the driving supportECU 10 determines whether or not the lateral speed zero control is beingperformed. In this case, since the original lane return control is beingperformed, the driving support ECU 10 makes a “No” determination at StepS56 to advance the processing to the Step S58 to calculate/finalize thelateral speed zero target trajectory. The driving support ECU 10 cancalculate/finalize the lateral speed zero target trajectory formaintaining the lateral speed at zero through setting the target lateralposition to the lateral position at the current time point. Thecalculation method of the lateral speed zero target trajectory is thesame as the method used at Step S47 of the embodiment described above.The zero keeping target time is also determined in the same manner asStep S47 of the embodiment described above. When and after the drivingsupport ECU 10 calculates/finalizes the lateral speed zero targettrajectory, the driving support ECU 10 advances the processing to StepS57.

In this case, the steering control performed at Step S53 is switchedfrom the original lane return control to the lateral speed zero control.When and after the lateral speed zero control is started, a “Yes”determination is made at Step S56. Thus, the processing of Step S58 isskipped. As a result, the lateral speed zero control continues to beperformed.

When the surrounding monitoring result on the original lane indicatesthat “the approaching vehicle is not present” at Step S54 while thelateral speed zero control is being performed, the driving support ECU10 advances the processing to Step S55. In this case, since the originallane return control is not being performed, the driving support ECU 10calculates/finalizes the original lane return target trajectory at StepS59. The original lane return target trajectory is a target trajectoryfor moving the own vehicle from the current (lateral) position to theoriginal lane return completion target lateral position (which is thecenter position of the original lane). At Step S59, the original lanereturn target trajectory can be calculated in the same calculationmanner as Step S52. It should be noted that the target time settingconstant A_(return) may be set to a value larger than the value used atStep S52 (for example, the constant A_(return) may be set to a valueapproximately equal to the target time setting constant A_(return) usedat Step S46 of the embodiment described above), so that the originallane return is performed (the own vehicle is moved to the original lane)slowly.

When the termination condition of the LCA approach warning control stateis established (S57: Yes), the driving support ECU 10 terminates the LCAapproach warning control routine.

It should be noted that, in this modified example 2, in order that thelane return control and the lateral speed zero control may not bealternately switched (in order to prevent hunting between the lanereturn control and the lateral speed zero control), the original lanereturn control may be prohibited from being restarted once and after thelateral speed zero control is started. In this case, when a “No”determination is made at Step 55 is, the driving support ECU 10 mayadvance the processing to Step S56.

Modified Example 3

In the present embodiment described above, when the steering assistcontrol state is set to the LCA approach warning control state, thewarning/alarm (S42) to the driver and the steering assist (S42, S43) foravoiding the collision are simultaneously started. Instead, thewarning/alarm to the driver may be firstly performed to urge the driverto operate the steering wheel, and thereafter, the LCA may be terminatedto start the LCA approach warning control when the degree of approachbetween the own vehicle and the other vehicle is further increased(i.e., when the own vehicle and the other vehicle comes much closer toeach other).

FIG. 19 shows a modified example (modified portion) of the steeringassist control routine. When the driving support ECU 10 has determinedthat “the approaching vehicle is present” at Step S19 (S19: No), thedriving support ECU 10 generates/gives the alarm to the driver at StepS60. Subsequently, at Step S61, the driving support ECU 10 determineswhether or not the condition for starting the LCA approach warningcontrol becomes established. In this case, the driving support ECU 10determines whether or not the collision time TTC becomes shorter thanthe threshold TTCsteer. For example, the threshold TTCsteer is set to avalue shorter than the second half state threshold TTC2 used at StepS19. When the collision time TTC is equal to or longer than thethreshold TTCsteer, the driving support ECU 10 advances the processingto Step S20. On the other hand, when the collision time TTC is shorterthan the threshold TTCsteer, the driving support ECU 10 advances theprocessing to Step S40 (or Step S50). This modified example 3 canfurther improve the convenience of the device.

The steering assist device according to the embodiment and the modifiedexamples have been described, but the present invention is not limitedto them, and various changes are possible within the range not departingfrom the object of the present invention.

For example, in the above embodiment, the final target lateral positionin the LCA approach warning control state is set to the center positionof the original lane. However, the final target lateral position in theLCA approach warning control state is not necessarily set to the centerposition of the original lane, but may be set to any lateral positionwithin the original lane.

Further, in the above embodiment, the condition that the steering assistcontrol state is the LTA ON state (the state where the LTA is beingperformed) is required to start performing the LCA. However, thatcondition is not necessarily required to perform the LCA. Furthermore,the ACC is not necessarily required to perform the LCA. Further, in thepresent embodiment, the LCA is allowed to be performed on the conditionthat the road on which the own vehicle is traveling is a roadexclusively for automobiles. However, rhe LCA may be allowed to beperformed without that condition.

Further, in the above embodiment, the camera sensor 12 is configured torecognize the lane. However, for example, the navigation ECU 70 maydetect the relative positional relationship of the own vehicle withrespect to the lane.

What is claimed is:
 1. A steering assist device comprising: surroundingmonitoring means for monitoring surroundings of an own vehicle; lanerecognition means for recognizing a lane to obtain lane informationincluding a relative positional relationship of said own vehicle withrespect to said lane; lane change assist control means for starting alane change assist control to control, in response to a lane changeassist request, a steering so as to have said own vehicle change lanesfrom an original lane in which said own vehicle is currently travelingtoward a target lane adjacent to said original lane, based on said laneinformation, when an other vehicle which has a probability to be anobstacle when said own vehicle is changing lanes is not detected by saidsurrounding monitoring means; lane change assist stop means for stoppingsaid lane change assist control, when said surrounding monitoring meansdetects an approaching vehicle which has a probability of excessivelyapproaching said own vehicle if said lane change assist controlcontinues being performed, while said lane change assist control isbeing performed; notification means for notifying a driver of said ownvehicle that said lane change assist control is stopped halfway;original lane return assist control means for performing original lanereturn assist control to control said steering so as to have said ownvehicle return to said original lane from said target lane, when saidapproaching vehicle is detected while said own vehicle is travelling insaid target lane after entering said target lane so that said lanechange assist control is stopped; approaching vehicle-in-original-lanedetermination means for determining, based on monitoring informationdetected by said surrounding monitoring means, whether or not anoriginal lane side vehicle is detected, said original lane side vehiclebeing an other vehicle having a probability of excessively approachingsaid own vehicle if said own vehicle is returned to said original lane;and lateral speed zero control means for prohibiting said original lanereturn assist control means from performing said original lane returnassist control, and for performing lateral speed zero control to controlsaid steering so as to maintain a lateral speed which is a speed in alane width direction of said own vehicle at zero, when said approachingvehicle-in-original-lane determination means determines that saidoriginal lane side vehicle is detected.
 2. The steering assist deviceaccording to claim 1, further comprising collision avoidance assistcontrol means for performing collision avoidance assist control tocontrol said steering so as to decrease a yaw angle formed between aformation direction of a lane and a direction in which said own vehiclefaces at an emergency speed higher than a speed at which said yaw anglechanges through said original lane return assist control, when saidapproaching vehicle is detected while said own vehicle is travelling insaid target lane after entering said target lane so that said lanechange assist control is stopped, wherein, said original lane returnassist control means is configured to perform said original lane returnassist control after said collision avoidance assist control isperformed; and said lateral speed zero control means is configured toperform said lateral speed zero control after said collision avoidanceassist control is performed.
 3. The steering assist device according toclaim 2, wherein, said lateral speed zero control means is configured toset a target position of said own vehicle in said lane width directionwhen performing said lateral speed zero control to a position of saidown vehicle in said lane width direction at a time point at which saidapproaching vehicle is detected.
 4. The steering assist device accordingto claim 1, further comprising center return assist control means forperforming center return assist control to control said steering so asto have said own vehicle return to a center position in the lane widthdirection of said original lane, when said approaching vehicle isdetected while said own vehicle is travelling in said original lane sothat said lane change assist control is stopped.